Aviation · 2018-08-01 · deck, where touchscreen controls replace a swath of switches, knobs and buttons and the pilots have an unob-structed view of the four 13- by 10-inch Honeywell

PUBLICATIONSAviationInternational News ®

www.ainonline.com

Safety Regulations Industry

TransAsia crashThe right engine of the ATR 72-600 flamed out soon after takeoff but the crew shut down the left engine, according to the preliminary report. page 48

FAA acts on small UAS ruleThe agency’s roll out–nearly four years later than expected–of its proposed rule governing commercial operations of small drones met with generally positive response. page 10

GAMA deliveriesThere is finally cause for optimism as the industry showed its strongest signs of growth since 2008, but analysts remain cautious as some sectors fared better than others. page 4

March 2015

Vol. 47 No. 3 $9.00

Sidesticks shine in G500 sim flight

AIN’s Matt Thurber, one of the few non-Gulfstream pilots to fly the G500 Case III simulator and the first journalist to do so, reports from Savannah.

With a slight movement of my wrist, I eased back on the sidestick of Gulfstream’s new G500 to rotate at about 130 knots and we lifted off Runway 36 at Chambery Air-port in France. Of course, I wasn’t flying the real airplane last month, but the G500 replicated in Gulfstream’s

Conceptual Advanced Sim-ulation Environment (Case III) sure felt and looked real, thanks to a stunning visual display and the unique con-figuration of the sidesticks.

The G500/G600 are Gulf-stream’s second-generation jets with fly-by-wire flight controls, designed to fill a gap

between the traditional G450/G550 and the fly-by-wire G650. The G500/G600 cabin is wider than the G450/550’s but not quite as large as the G650’s, although it shares many of the G650’s charac-teristics (larger windows, per-formance and so on).

The major difference between the G650 and the new models is found in Gulf-stream’s Symmetry flight deck, where touchscreen controls replace a swath of switches, knobs and buttons and the pilots have an unob-structed view of the four 13- by 10-inch Honeywell

Bombardier’s cash crunch by Kerry Lynch

A management shakeup, can-cellation of certain dividends and a stated intention to raise $2.1 billion in capital are the latest steps for Bombardier to calm an increasingly worried market as it attempts to improve liquidity.

Last month Bombardier brought in former United Tech-nologies executive Alain Bel-lemare to steer the company as Pierre Beaudoin shifts to the chairman’s role, replacing his

father, Laurent Beaudoin, who had been at the helm for 50 years and is now chairman emeritus.

Bellemare, most recently pres-ident and CEO of UTC Propul-sion & Aerospace Systems, brings knowledge of large-scale develop-ment programs, and he is already familiar with Bombardier’s own CSeries, which uses PurePower geared turbofans made by UTC’s Pratt & Whitney. He also steered

Continues on page 32 u


SPECIAL REPORT

Gulfstream engineers designed the cockpit of the fly-by-wire G500 to give pilots a nicer place to work, and they clearly accomplished that. Replacing bulky yokes with active control sidesticks opens up the whole flight deck.

Welcome budget surprise: GA user fees off the table

In a surprise move welcomed by industry leaders, the White House reversed course in its Fis-cal Year 2016 budget, dropping the proposed $100 ATC user fee that had been the mainstay over the past several budgets. But at the same time, the Obama Admin-istration continues to push its pro-posal to change business aircraft depreciation schedules.

“After years of fighting to

protect pilots from arbitrary fees and charges, we’re pleased to see that the White House has finally taken our message to heart and acknowledged that user fees on gen-eral aviation are a non-starter,” said Mark Baker, president of the Air-craft Owners and Pilots Associa-tion. “This is a big victory for the future of general aviation but we’ll continue to keep a close watch to


AIRCRAFTREMANUFACTURED

For half the price of a brand-new aircraft operators can fly off in an older model outfitted with new engines and the latest avionics. Page 20

O u r s i g h t sa r e s e th i g h e r

Bombardier, Learjet, Challenger, Global and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. © 2015 Bombardier Inc. All rights reserved.

b u s i n e s s a i r c r a f t . b O m b a r d i e r . c O m / a i n

BomBardier Family ad 2015 New livery (v9)

AIN - full pAge - trIm sIze 10.8125 X 13.875 INches

PdF/X-1a:2003 stANdArd wIth output profIle U.S. weB Coated (SwoP) v2

DDBA0250_FamilyAd2015NewLivery_AIN_V9.indd 1 2015-02-20 11:17 AM

Inside this issueJames Holahan, Founding Editor

Wilson S. Leach, Managing Director

EDITOR-IN-CHIEF – Charles AlcockEDITOR - AIN MONTHLY EDITION – Nigel MollEDITOR - U.S. SHOW EDITIONS – Matt ThurberEDITOR - INTERNATIONAL SHOW EDITIONS – Ian SheppardNEWS EDITOR - AIN MONTHLY, AINonline – Chad TrautvetterMANAGING EDITOR - AIN MONTHLY – Annmarie YannacoMANAGING EDITOR – Mark PhelpsSENIOR EDITORS – Bill Carey, Curt Epstein, Kerry Lynch

Gregory Polek – Air Transport EditorCONTRIBUTORS

Bryan A. Comstock – ColumnistThierry Dubois – Rotorcraft Gordon GilbertJohn Goglia – ColumnistMark Huber – RotorcraftDavid A. Lombardo – MaintenancePaul Lowe Robert P. Mark – SafetyHarry Weisberger James Wynbrandt

GROUP PRODUCTION MANAGER – Tom HurleyPRODUCTION EDITOR – Jane CampbellCREATIVE DIRECTOR – John A. ManfredoGRAPHIC DESIGNERS – Mona L. Brown, Greg Rzekos DIGITAL MEDIA DESIGNER – Colleen RedmondLEAD WEB DEVELOPER – Michael GiaimoWEB DEVELOPER – Evan WilliamsVIDEO PRODUCER – Ian WhelanGROUP PUBLISHER – David M. LeachPUBLISHER – Anthony T. RomanoASSOCIATE PUBLISHER – Nancy O’BrienADVERTISING SALES - NORTH AMERICA Melissa Murphy – Midwest +1 (830) 608-9888

Nancy O’Brien – West +1 (530) 241-3534Anthony T. Romano – East/InternationalJoe Rosone – East/International/Middle East

+1 (301) 834-5251Victoria Tod – Great Lakes/UK

ADVERTISING SALES - INTERNATIONAL – Daniel Solnica - ParisMARKETING MANAGER – Zach O’BrienAUDIENCE DEVELOPMENT MANAGER – Jeff HartfordMANAGER OF ONSITE LOGISTICS – Philip Scarano IIIGROUP BRAND MANAGER – Jennifer Leach EnglishSALES/PRODUCTION ADMINISTRATOR – Susan AmissonADVERTISING/SALES SECRETARIAL STAFF – Cindy Nesline

FINANCIAL ANALYST/HUMAN RESOURCES MANAGER Michele Hubert

ACCOUNTING/ADMINISTRATION MANAGER – Irene L. FlannaganACCOUNTING/ADMINISTRATION STAFF – Mary Avella

Bobbie Bing

U.S. EDITORIAL OFFICE: 214 Franklin Ave., Midland Park, NJ 07432 Tel: +1 (201) 444-5075 Fax: +1 (201) 444-4647

WASHINGTON, D.C. EDITORIAL TEAM: Bill Carey (air transport and defense) [email protected] Tel: +1 (202) 560-5672; Mobile: +1 (202) 531-7566 Kerry Lynch (business aviation)

[email protected] Tel: +1 (703) 969-9195

EUROPEAN EDITORIAL OFFICE: Ian Sheppard; [email protected]

Hangar 9, Redhill Aerodrome, Surrey RH1 5JY, UK Tel: +44 1737 821409 Mobile: +44 7759 455770U.S. ADVERTISING OFFICE: 81 Kenosia Ave., Danbury, CT 06810 Tel: +1 (203) 798-2400 Fax: +1 (203) 798-2104

EUROPEAN ADVERTISING OFFICES: Daniel Solnica; [email protected] 78 rue de Richelieu, 75002 Paris, France Tel: +33-1-42-46-95-71Italian Representative: Diana Scogna; [email protected] Tel: +33-6-62-52-25-47

RUSSIAN ADVERTISING OFFICE: Yuri Laskin, Gen. Dir., Laguk Co. Ltd.; [email protected] Russia, 115172, Moscow, Krasnokholmskaya Nab., 11/15 - 132 Tel: +7-05-912-1346, 911-2762 Fax: +7-095-912-1260

THE CONVENTION NEWS COMPANY, INC. – AIN PUBLICATIONSAviation International News (ISSN 0887-9877) is published monthly. Periodicals postage paid at Midland Park, N.J., and additional mailing offices. Postmaster: Send address changes to Aviation International News, P.O. Box 9058, Lowell, MA 01853-9053 USA. Allow at least eight weeks for processing. Include old address as well as new, and an address label from a recent issue if possible. Subscription inquiries: +1 (203) 798-2400.

Aviation International News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.: +1 (201) 444-5075. Copyright © 2015 All rights reserved. Reproduction in whole or in part without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. publishes Aviation International News, AINalerts, AIN Air Transport Perspective, AIN Defense Perspective, AINtv, Business Jet Traveler, BJTwaypoints, ABACE Convention News, Dubai Airshow News, EBACE Convention News, Farnborough Airshow News, HAI Convention News, LABACE Convention News, MEBA Convention News, NBAA Convention News, Paris Airshow News, Singapore Airshow News, Mobile Apps: AINonline; BJTonline. PUBLICATION MAIL AGREEMENT NO. 40649046 RETURN UNDELIVERABLE CANADIAN ADDRESSES TO: PITNEY BOWES INTERNATIONAL MAIL, STATION A, P.O. BOX 54, WINDSOR, ON, N9A 6J5, returns [email protected].

AIRPLANES, ENGINES, UNMANNED AIRCRAFT

4 Falcon 8X fliesDassault’s new flagship trijet takes to the sky.

16 Line of LatitudeCessna rolls out first production Citation Latitude.

10 Drone ruleFAA releases proposed rule, four years in the making, on commercial drone operations.

16 Eclipse turning new stonesVLJ builder says it is exploring beyond traditional markets.

AIRPORTS and FBOs

12 Royal runwayRAF Northolt, used by both Her Majesty and bizav, might be forced to comply with civil airport specs.

14 SMO: The Beat Goes OnThe continuing travails of Santa Monica and the future of its airport.

30 Zhukovsky Ramenskoye Russia’s one-time Cold War skunk-works aerodrome welcomes Moscow-bound business aircraft.

36 London CityAuthorities approve expansion of airport in the capital’s financial heart.

43 Moscow SheremetievoAirport professes commitment to long-term growth of bizav ops.

44 Phoenix FBOs scoredSuper Bowl XLIX drew more than 1,000 business jets.

55 Bella, BellaJet Aviation Palm Beach hosts La Bella Macchina for charity auction.

AIRSHOWS and CONVENTIONS

24 Schedulers & Dispatchers The company aircraft has crashed. What do you do?

40 Aero IndiaBizav was largely absent from the event this year.

41 ABACE PreviewBizav rolls into Shanghai as China develops a frown on ostentatious displays of wealth.

AIR TRANSPORT

48 CSeries logbookFlight-test program approaching 1,000 hours.

48 TransAsia ATR 72 crashRight engine failed but crew shut down left engine, says early report.

49 ERA strategyLobby group seeks to shape the minds behind new institutions in Brussels.

49 Sino-Russian plansCountries are studying a joint-venture widebody evolved from Il-86/96.

50 Q400 dealAt an opportune time for Bombardier, Jazz order will bring in $424 million.

50 The shift from 777 to 777XBoeing identifies the order bridge for an orderly transition.

AVIONICS and ATC

1 We fly Gulfstream’s new cockpitActive control sidesticks and touchscreens make the flight deck of the G500 and G600 a highly appealing workplace.

46 Part 23 ADS-B options L-3 takes the lid off its Lynx line-up for smaller airplanes and helicopters.

CHARTER and FRACTIONAL

6 NetJets beats the IRSBut some tax questions remain unresolved.

38 Direct charter bookingCharterscanner expands into U.S. market.

39 Mideast marketAlready a major player in the Middle East, Saudi Arabia’s NasJet is bullish about private aviation services in the kingdom.

45 Catching the Surf Air waveNortheast U.S. and Europe to get all-you-can-fly services.

FLIGHT OPS, SAFETY, SECURITY, TRAINING

18 Known crewmemberTSA program now available to crews of charter aircraft.

30 ‘The guy with the gun’Are the ASO’s days aboard DCA-bound business jets numbered?

34 African trip supportAfrican Open Sky expands to 50 locations on that continent.

HELICOPTERS and POWERED-LIFT AIRCRAFT

51 A raise for EMS providers?Bill seeks to boost Medicare reimbursement for air-ambulance ops.

51 Part 27, 29 rewriteHAI and GAMA to convene government-industry working group.

52 Airbus forecastSteady deliveries and brisker orders for 2015.

53 Crash survivalFAA seeking ways to improve the odds.

52 Offshore safetyUK CAA continues campaign to address accident circumstances.

53 India on board the 407Dynamatic building Bell 407 assemblies.

53 Ops manualsAirbus is developing them for specific aircraft.

54 EC135s for trainingAustralian military pilots will receive primary training in T2+s.

54 GE enters the leasing frayMilestone deal is signed and sealed. What it means.

54 Single-engine cruise in twinsIt hinges on how quickly the shut-down engine can restart in an emergency.

INDUSTRY and MANAGEMENT

1 Bellemare to BombardierFormer UTC exec takes the reins at challenged Canadian manufacturer.

4 Business aviation’s 2014 numbersNear-record billings for OEMs but a mixed bag on deliveries.

28 Survival skills for flight departmentsNever tire of communicating with HQ, and earn a seat at the planning table there.

MAINTENANCE, MODS and COMPLETIONS

30 A380 flying palace no moreAirbus delists its only order for a private A380.

PEOPLE

12 Gulfstream leadership changesLeading the product support function remains the preferred route to the summit.

REGULATIONS, GOVERNMENT, ENVIRONMENT

1 Budget surpriseWhite House gives up on ATC user fees for business aviation.

8 FAA report card from CongressAgency must try harder to improve certification process and be more consistent.

DEPARTMENTS

62 Accidents

48 Air Transport Update

46 Avionics Update

70 Calendar

64 Completion & Refurb Update

63 Compliance Countdown

56 Hot Section

42 In The Works

6, 8, 10, 12 News Briefs

68 People in Aviation

66 Pre-owned Update

51 Rotorcraft Update

60 Touching Bases

www.ainonline.com • March 2015 • Aviation International News 3

Aviation International News®

48

14

52

As we go to press

4 Aviation International News • March 2015 • www.ainonline.com

Mixed delivery results temper near-record billingsby Kerry Lynch

The general aviation manu-facturing industry showed its strongest signs of growth since the downturn began in 2008, with deliveries in 2014 climbing 4.3 percent overall and billings reaching their second highest total in history at $24.5 billion, according to the General Avia-tion Manufacturers Association year-end shipment and billings report. But industry leaders were tempered in their optimism, not-ing the results are uneven with some sectors faring better than others and some manufacturers within the sectors enjoying more of a rebound.

“The results were mixed,” said GAMA president and CEO Pete Bunce. “Overall the indus-try trajectory is positive. But we are not nearly where we need to be.” Bunce detailed the indus-try results during GAMA’s

annual “State of the Industry” press conference February 11 in Washington, D.C.

General aviation manufac-turers shipped 2,454 aircraft last year, up from the 2,353 delivered a year earlier. The billings, sec-ond only to the $24.76 billion logged in 2008, were up 4.5 per-cent from $23.48 billion in 2013.

The number of aircraft shipped is the highest total since 2008 but is still more than 38 percent below the 3,970 aircraft delivered in that year.

Pistons PromisingThe largest growth area in

2014 was the piston market, where the number of new air-craft shipped jumped 9.6 per-cent, to 1,129. Analysts have long followed the piston market, believing it to be a leading indi-cator for the rest of the industry.

In this case, the training market has been a key catalyst behind the growth as manufacturers followed through on large fleet orders placed in recent years, said Jens Hennig, vice president of operations for GAMA.

Following the piston mar-ket in growth were business jets, up 6.5 percent with 722 deliv-ered. Business jet deliveries in 2013 turned positive for the first

Joe Brown (left), president of Hartzell Propeller, and Pete Bunce, GAMA president and CEO, present the year-end delivery numbers.

Dassault’s new flagship, the 6,450-nm Falcon 8X, flew for the first time on February 6, seven weeks after the rollout ceremony. With test pilots Eric Gérard and Hervé Laverne at the controls, Falcon 8X S/N 01 took off at 2 p.m. local time from Bordeaux Mérignac Airport and landed at 3:45 p.m.

The crew leveled the trijet at 5,000 feet and raised

its landing gear before climbing to 15,000 feet to begin testing handling and systems. They later climbed to FL400, accelerating to Mach 0.80. “We reached each of the performance objectives set for the first mission and, in a few cases, surpassed goals,” Gérard said.

The first flight is on schedule and the French OEM is confident that the stretched, upgraded version of

the Falcon 7X will meet its mid-2016 certification and second-half 2016 delivery targets. Falcon 8X S/N 02 and 03 will take to the air in the coming months, participating in a flight-test program expected to accrue 500 hours. S/N 03 will be the first 8X outfitted with a cabin interior, and the work will be performed at Dassault’s completion facility in Little Rock, Ark.

With eight passengers and three crew, the 8X will be able to fly 6,450 nm at Mach 0.80. Meanwhile, it will retain the short-field capabili-ties for which Falcons are famous when needed: six-degree steep approach capability and an approach speed of 107 knots. –T.D.


GA

MA

DASSAULT FALCON 8X TAKES TO THE SKY

JAPANESE FIRM BUYS QUEST AIRCRAFTJapanese firm Setouchi Holdings acquired Sandpoint, Idaho-based Quest Aircraft on February 17. Setouchi–part of the Tsuneishi Group, engaged in shipbuilding, transportation and related industries–became an authorized Quest dealer last year, representing the Kodiak in Japan and parts of Southeast Asia. Terms of the acquisition were not disclosed. Quest will continue to build its Kodiak turboprop single in Sandpoint with the current leadership intact. Quest CEO Sam Hill said the acquisition provides the company with new capital to position it to continue to expand in the marketplace. The company delivered 30 Kodiaks last year.

TRANSPORT CANADA OKs PW800 ENGINES Pratt & Whitney Canada’s PurePower PW814GA and PW815GA engines, which will power the Gulfstream G500 and G600, were certified by Transport Canada late last month. During testing, the PW800 engines logged more than 3,300 hours, including more than 350 flight hours on P&WC’s Boeing 747SP flying testbed. P&WC is providing the entire integrated powerplant–engine, nacelle and thrust reversers–for the new Gulfstreams. The G500 is slated to fly this year, followed by the G600 in 2017. Entry-into-service dates are 2018 and 2019, respectively.

BIZAV TRAFFIC CLIMBS IN NORTH AMERICABusiness-aircraft flying in the U.S. and Canada recorded its 14th consecutive monthly increase in January, rising 0.3 percent year-over-year, according to TraqPak data from aviation services company Argus. Following recent trends, activity at Part 91 and Part 135 operators climbed during the month, this time by 0.3 percent and 1 percent, respectively. Fractional flying dropped 1.9 percent from a year ago. By aircraft category, turboprops and large-cabin jets logged respective gains of 0.9 percent and 2.5 percent, while light and midsize jet flying were down by 0.3 percent and 1 percent, respectively. TraqPak data provides “serial-number-specific aircraft arrival and departure information on all IFR flights in the U.S. and Canada.”

TURBOMECA ARRANO TO POWER AIRBUS X4Airbus Helicopters selected the Turbomeca Arrano over Pratt & Whitney Canada’s PW210 to power its X4 helicopter, saying a shift in product positioning requires a more powerful engine. Airbus Helicopters has evaluated both engines since it launched the initial design concept of the X4 in 2012. P&WC will continue to support the X4 program through the initial phase, Airbus Helicopters said. The decision was announced in advance of the planned public debut of the X4 on March 3 at Heli-Expo in Orlando,

Fla. Airbus Helicopters said the EC155/Dauphin successor will be designed for a range of applications.

GULFSTREAM G650ER SHOWS LONG LEGSGulfstream’s G650ER set two more city-pair records while flying around the world with just one stop. On the first leg, N650GA departed Westchester County Airport in White Plains, N.Y., on February 1 with three passengers and four crewmembers: pilots Mike Jarrett, Ray Wellington and Scott Curtis and flight attendant Melody Thorne. It flew 6,939 nm eastbound to Beijing International Airport, landing the following day after 13 hours 20 minutes aloft and averaging Mach 0.87. On February 6 and with the same crew, the 7,500-nm-range twinjet flew eastbound from Beijing to Savannah, accomplishing the 6,572-nm mission in exactly 12 hours at an average speed of Mach 0.89. Meanwhile, on January 22 a Gulfstream G650ER owned by Wynn Resorts CEO Steve Wynn flew 8,010 nm direct from Singapore Changi Airport to Las Vegas McCarran International Airport in 14 hours 32 minutes at an average speed of Mach 0.85.

EXPANSION PROJECT BEGINS AT CLAY LACYClay Lacy Aviation broke ground on February 12 for a $10 million, six-acre expansion of the headquarters facility at Van Nuys (Calif.) Airport. The new Clay Lacy south campus will add a modern FBO terminal, two new hangars, office space and training facilities to the company’s flagship location. Clay Lacy Aviation is a charter/management, maintenance and FBO service provider with a fleet of 75 aircraft.

NBAA FORUM URGES ADVOCACY EFFORTS Panelists at a “business aviation issues” session, held February 19 at the NBAA regional forum at Palm Beach (Fla.) International Airport, urged attendees to get involved in political issues affecting the industry, as well as to be advocates for business aviation. “We shouldn’t be ashamed to say that business aviation is important–as much as highways are,” noted Florida Crystals flight department head Matt Collins. Florida Aviation Business Association executive director Jenny Showalter and South Florida Business Aviation Association president Jeff Ramsden discussed local and state issues and asked flight departments to be more active in groups that help to effect change at the non-federal level. There were 120 indoor exhibitors and 21 business aircraft on display at the forum, held at Atlantic Aviation Palm Beach.

MAX SPEED: MACH 0.885MAX RANGE: 6,750 NM

MAX ALTITUDE: 51,000 FT

Range shown is based on NBAA IFR theoretical range at Mach 0.80 with eight passengers. Actual range will be affected by ATC routing, operating

speed, weather, outfitting options and other factors.

SCOTT NEAL | +1 912 965 6023 | [email protected] | GULFSTREAMG550.COM

A IR OF CONFIDENCEWhen the demands of world travel become daily business, the Gulfstream G550™

is ideally suited to deliver. The aircraft holds 53 speed records and flies London to

Tokyo in 11 hours and Washington, D.C., to Paris in under 7. The miles will fly by

as you relax in a handcrafted cabin of meticulous design. The G550—proving that

life is as much about the journey as the destination.


z Bizav Flying in U.S. and Canada ClimbingBusiness aircraft flight activity last year in the U.S.

and Canada was the best since 2008, rising 2 percent, according to TraqPak data from Argus. “Flight activity had a great start in the first half, with gains of 1.6 percent, but an even stronger performance in the second half, with a 2.4-percent increase,” the company said. Part 135 activity climbed 3.9 percent from 2013, while flying at fractionals and Part 91 operators rose 1.2 percent and 1.1 percent, respectively. Large-cabin jet flying jumped 6.2 percent last year, followed by the light and midsize jet categories, with gains of 4 percent and 2.5 percent, respectively. Turboprop flying finished the year down 1.5 percent from 2013.

z Deliveries, Sales Strong at GulfstreamGulfstream booked more orders in last year’s fourth

quarter than in any other quarter in the past three years, said Phebe Novakovic, chairman and CEO of parent company General Dynamics. All large-cabin Gulfstreams also had more than a 1:1 book-to-bill ratio in the quarter, she added. Year-end backlog stood at $13.23 billion, up nearly $1.2 billion from late September. Backlogs are about 10 months for the G280 and G450; 12 months for the G150 and G550; and 24 months for the G650. Last year, Gulfstream delivered 150 outfitted business jets, six more than in 2013. However, year-over-year shipments of large-cabin jets fell by four to 117, while midsize jets jumped by 10 to 33. Novakovic expects deliveries of large-cabin jets to remain relatively flat this year, while production of midsize jets will rise to meet growing demand in this segment.

z Honeywell Testing Voice ControlHoneywell Aerospace is testing voice recognition

control on the flight deck, using a rapid prototyping system fitted on an Embraer E170. The company is currently using Honeywell Innovative Prototyping Environment to flight-test voice recognition on the E170 and is working with pilots and customers to assess its usability, safety and efficiency in real airborne use. “Voice recognition will be a huge advancement in the cockpit because speech can eliminate many manual steps required to execute a command, reducing workload,” Honeywell said.

z Collins Expands Airborne Wx ResearchRockwell Collins is broadening its aircraft

observation weather research program with the U.S. National Oceanic and Atmospheric Administration (NOAA) to improve the accuracy of forecasts for the aviation industry and general public. Research will expand to include coverage over sparse regions of the U.S., including the upper Midwest, Alaska and Pacific Ocean areas, thanks to the recent addition of regional airline Air Wisconsin to the program. Since 1991, Rockwell Collins’ Arinc meteorological data collection and reporting system has gathered information from airliners on wind speed, air temperature, turbulence and water vapor/humidity for the National Weather Service and FAA.

z Wyvern Wingman Aligns with IS-BAOAviation safety auditing company Wyvern is adopting

International Standard for Business Aircraft Operations (IS-BAO) as the benchmark for achieving the company’s highest aviation operator safety rating, Wingman Certification. Combined with the newly issued revision of the Wingman Standard, the IS-BAO standards and audit protocols will serve as the foundation for operators to achieve IS-BAO stage certification and enter the Wingman program at the same time.

NEWS BRIEFS Compiled by Chad Trautvetter NetJets lawsuit win leaves tax questions unresolvedby Matt Thurber

Part of a 2011 lawsuit that NetJets filed against the U.S. gov-ernment has been resolved in the fractional-share company’s favor. NetJets filed the lawsuit seeking “refund and abatement of excise taxes, interest and penalties total-ing $642,706,119.89, which the Internal Revenue Service (‘IRS’) has illegally assessed against them under section 4261 of the Internal Revenue Code,” accord-ing to the document.

Under a set of decisions handed down by the Federal Dis-trict Court in Columbus, Ohio, on January 26, the court “invalidated the more than $500 million of assessments, penalties and inter-est the IRS was attempting to col-lect from NetJets,” according to a company statement. “While the court ruled that a 1997 decision in which NetJets was a party pre-cluded it from recovering excise taxes already paid, the court went on to hold that the IRS acted unlawfully in applying the tax to

two of the fees NetJets collects that were not subject to the 1997 decision. NetJets is pleased by the court’s decision but will review whether to appeal the portion precluding NetJets from recover-ing excise taxes already paid.”

This decision was part of a series of cross motions involving NetJets Aviation, NetJets Large Aircraft, NetJets International (referred to collectively by the court as “NetJets”) and NetJets subsidiary Executive Jet Manage-ment (EJM). “This case deals with NetJets issues,” explained Scott O’Brien, NBAA senior manager of finance and tax policy.

Since the period to which the case refers, the federal excise tax (FET) issue for fractional-share operations has been resolved: in the FAA reauthorization in 2012, Congress imposed a 14.1-cents-per-gallon fuel surtax on fractional operations. “That’s satisfying their tax obligations,” O’Brien said, “and there’s no

question [now] about whether they might owe the 7.5-percent FET.”

The FET is the so-called “ticket tax” assessed on airline tickets and fees paid by charter clients; the IRS has long held that the FET should apply to frac-tional operations and to manage-ment fees paid by aircraft owners to management companies, even when no charter is involved.

Before the 2012 reauthoriza-tion NetJets did have to contend with the IRS’s desire to assess the FET. In the lawsuit filed origi-nally by the fractional company, it sought a refund of approximately $220 million in FET collected by the IRS, which was remitted for occupied hourly fees that NetJets billed to its fractional-share own-ers, according to John Hoover, senior counsel in the tax prac-tice at Washington, D.C. law firm Cooley. The IRS not only felt that the $220 million was appro-priate but also wanted another $340 million worth of FET that it believed NetJets should have collected based on the monthly management fees and fuel sur-charge fees that its clients paid, he explained.

In its latest decision, the court Continues on page 36 u

CESSNA ROLLS OUT PRODUCTION CITATION LATITUDE

Cessna Aircraft took a step closer to bringing its Cita-tion Latitude to certification this year, rolling out the first production model at the company’s Wichita factory. The rollout, celebrated January 29, comes a little more than three years after Cessna announced the aircraft and seven months after Cessna started the assembly lines.

Cessna installed new automated robotics and ergonomically designed tooling stations on the Lati-tude’s production line. “Our product investments extend beyond the design and performance features of the aircraft with innovations in our manufacturing processes,” said president and CEO Scott Ernest.

Cessna first flew the prototype for the midsize jet in February 2014 and now has four aircraft in the flight-test program that have accrued 500 flights and 1,200 hours. A conforming model has been touring North America following its debut during the most recent NBAA Convention in Orlando, Fla. Scott Donnelly, chairman and CEO of Cessna parent Textron, told analysts that customer response has been positive, particularly with the stand-up cabin and 2,700-nm range.

Certification is expected in the first half with deliveries following in the second. The test program “is going very well…the aircraft is flying great,” Donnelly said. –K.L.

Cessna rolled out the first production copy of its Citation Latitude on January 29.

“In our business, adherence to regulations and established procedures is an absolute requirement, especially when the heat is on. This has been a core concept at Pentastar for as long as I’ve been here, and I’m very appreciative of this organizational discipline. In fact, it’s a very big part of why I’ve stayed here for so many years.”

Learn more about what the exceptional people at Pentastar Aviation have to offer. www.pentastaraviation.com/insights 1-800-662-9612

Insights of Experiencefrom Pentastar Aviation

Michael Baker, Vice President of Safety & Compliance33 years at Pentastar Aviation

est .19 6 4est .19 6 4

Pentastar_2014_AI ad.indd 4 2/9/15 12:47 PM


z Sentient Jet Sales, Revenue Soar in 2014Last year was the best in the past seven for jet card

provider Sentient Jet, thanks to a 25-percent surge in year-over-year sales, to $214 million, and a 17-percent bump in revenues, to $178 million. Overall, Sentient sold more than 37,000 flight hours last year–the equivalent of nearly 1,500 twenty-five-hour jet cards. The company recorded a 10-percent increase in corporate flights, meaning Monday through Thursday travel, and a 12-percent growth in leisure flights, defined as Friday through Sunday travel.

z New Sleep Apnea Guidance ComingOn March 2 the FAA will publish new medical

guidelines on obstructive sleep apnea (OSA) to aviation medical examiners. The guidelines are expected to incorporate industry and Congressional feedback with the FAA’s and NTSB’s safety concerns about pilots flying with OSA, a condition that inhibits normal restorative sleep. The agency does not plan to alter any medical standards; OSA has always been and will remain a disqualifying medical condition, the FAA said. What is changing, however, is the agency’s approach to screening. Based on feedback from industry to an FAA draft issued last year, the new guidance does not rely solely on body mass index and allows a pilot to keep flying during evaluation and treatment. Pilots diagnosed with OSA will be asked to document effective treatment to arrange for a Special Issuance medical certificate.

z ACS Enhancing Charter Booking ServiceSurbiton, UK-based Air Charter Service (ACS), which

was founded in 1990 and now has 18 offices worldwide with access to some 50,000 aircraft, is investing £10 million ($15 million) in online technologies over the next five years to enhance its charter booking service. Chris Leach, chairman and founder of ACS, said he believes the charter brokering business will never be replaced by web technology, but “adapting the traditional brokerage model” would “enhance our customers’ experience.” Initially, customers will see enhanced functionality on the company’s websites starting this spring.

z ALPA Opposes CVRs for Parts 121, 135The Air Line Pilots Association (ALPA) voiced

displeasure with the NTSB’s recommendation that tamper-proof cockpit video recorders be installed on Part 121 and 135 aircraft. The Safety Board’s recommendations, which focus on facilitating the tracking and locating of downed aircraft, favor an onboard system capable of storing the last two hours of a flight on video, as well as the ability to broadcast sufficient information to establish an impact point within six nautical miles. “ALPA is deeply concerned that the recommendations the NTSB released related to cockpit image recorders are a premature overreaction that do not fully evaluate consequences of the recommended actions,” association president Tim Canoll said.

z Civil Air Navigation Services Organization Seeks To Transform MidEast ATC

The Civil Air Navigation Services Organization (Canso) published several steps to reduce congestion and improve efficiency in Middle East airspace. Canso’s steps include creating and managing effective partnerships with all parties involved to create airspace that transcends national boundaries and organizes air traffic management (ATM) services. It also believes separating the regulatory side of ATM from the service side will eliminate conflicts of interest and enable air navigation service providers to focus on delivering efficient services.

NEWS BRIEFS Compiled by Chad Trautvetter Congress keeps pressure on FAA to enhance certification, consistency by Kerry Lynch

Two years after Congress directed the FAA to take steps to streamline its certification proce-dures and improve consistency in how it interprets regulations, the agency remains under scrutiny in both areas.

The House Transportation and Infrastructure Committee (T&I) is placing a high priority on ensuring the agency improves on both counts, and its first hear-ing in the new Congress was on these issues. “Often, we are see-ing unnecessary regulatory bur-dens that do not serve to improve actual aircraft safety,” said chair-man Bill Shuster (R-Pa.). “We cannot let American leadership slip or be squandered…because of regulatory processes that are out of sync with all of the changes in the world.”

The T&I committee asked for insight on what Congress can do in the next reauthorization bill “to ensure that our certifica-tion processes ensure the safety

of our system while not inhibit-ing aviation growth.” Congress addressed the issues in the 2012 FAA reauthorization act, call-ing for the FAA to assemble gov-ernment/industry panels to make recommendations for improve-ments in both its consistency and its processes.

The measures came at the urg-ing of industry, which has strug-gled with lengthy delays–in some cases years–and uncertainty in its certification projects. The indus-try has also faced uncertainty in the FAA’s interpretation of regu-lations, with guidance and regu-lations too frequently in conflict with each other.

The FAA is making prog-ress on improving its processes, Gerald Dillingham, director of civil aviation issues for the Gov-ernment Accountability Office (GAO), told the T&I committee.

The GAO studied the FAA’s efforts, finding a number of ini-tiatives are either complete or

on track for completion. Even so, Dillingham said, “Challenges remain and could affect success-ful implementation.”

Regulatory ConsistencyIn the area of regulatory con-

sistency, Congress and the govern-ment/industry panel had called for the establishment of a regulatory database and Regulatory Con-sistency Communications Board (RCCB). The database would house in one place all the differ-ent regulations and guidance, not only providing easier access for agency officials and industry but also facilitating access to the same regulations. Dorenda Baker, director of the FAA’s Aircraft Certification Service, said the agency is pulling together such a database, but it is still years away. It needs to undergo beta testing and then would take several years to implement.

The FAA also plans to assem-ble the RCCB, she said. The RCCB, said Duncan Aviation president and CEO Aaron Hilke-mann, “will help promote con-structive dialogue between the FAA and applicants for the reso-lution of potentially adverse issues in an expeditious and fair man-ner. Without the advisory panel in place to expedite a decision, indi-vidual inspectors will continue to apply inconsistent safety measures and enforcement actions.”

Lack of progress, though, is continuing to harm the repair station community, he said. For example, he noted Duncan had worked with the FAA for two years to resolve a “reinterpreta-tion” of the agency’s position on mobile maintenance units. Reg-ulations “were clearly intended to support this type of opera-tion,” said Hilkemann, who is vice chairman of the General Aviation Manufacturers Asso-ciation. But recent orders pro-vided inconsistent messages to FAA field personnel, he added. The FAA is developing guidance in an attempt to clarify this issue.

Exacerbating the inconsis-tency can be a lack of commu-nication. Inspectors are often reluctant to discuss differing or new regulatory interpretations, leaving a lack of clarity, he said. Sometimes FAA inspectors will issue a letter of investigation or levy fines before organizations can discuss the issue with their Continues on page 26 u

In a campaign involving many aviation companies, Boeing is urging the FAA to forge a certification process that is “robust enough to ensure that new airplanes are safe and compliant, but also efficient enough to ensure that innovation and U.S. competitiveness are not jeopardized.” Photo shows a 777 under construction.

BO

EIN

G

AIN - NBAA DAY 1 - Wrap Back CoverTrim Size: 10.812 in x 13.875 in

Bleed: 0.125Safety: .25

WWW.DASSAULTFALCON.COM I FRANCE: +33 1 48 35 56 78 I USA: +1 201 541 4809

Gaskets? Light bulbs? Radome? Wing? From small to massive, we stock the parts you need. In fact, we fill more than 98.3 percent of parts orders within the lead-time

requested. That’s the best response rate in the industry. We’ve lowered the price on thousands of parts and are reviewing more every day. It’s our Right Size Pricing

program, and it’s giving you better value all the time.

NOT ONLY DO WE HAVE THE PARTS YOU NEED,

WE HAVE THEM FOR LESS.

Dassualt Falcon Jet Corp. dfj c010628a Proof 1


z Economic Forum Draws Traffic to ZurichHundreds of business jets carrying approximately

2,500 heads of state and business leaders descended upon Zurich Airport in late January for the annual World Economic Forum in Davos, Switzerland. Jet Aviation Zurich handled 582 aircraft movements and 1,485 passengers in the days before and after the conference. Fellow Zurich service provider ExecuJet reported handling nearly 400 aircraft movements for the conference. Nearby military Dübendorf Airport, which had been used for overflow parking in the past, this year was officially included in the planning as a receiver airfield, with ExecuJet handling 22 aircraft there. Meanwhile, Air Service Basel at EuroAirport Basel Mulhouse Freiburg reported a high volume of business jets during the forum.

z Diamond DA50 Makes First FlightThe turbine version of the Diamond Aircraft DA50

single made its first flight on January 22 in Wiener Neustadt, Austria. Dubbed the DA50-JP7, the seven-seat airplane is powered by a dual-Fadec 465-shp Motor Sich AI450S turboprop. The DA50-JP7 will be developed in two versions: a Tundra variant, with a rugged landing gear, and a regular variant for training and private customers. Certification is slated for the second half of next year and the company is pursuing EASA, FAA, Russian and other approvals.

z NetJets To Implement FOQANetJets is poised to become the first U.S. fractional

aircraft operator to implement a Flight Operational Quality Assurance (FOQA) program. Its FOQA initiative is the result of a recently reached agreement with pilots union NetJets Association of Shared Aircraft Pilots (NJASAP) and will cover the Signature Series aircraft that entered the company’s fleet over the last several years. FOQA is an FAA-approved voluntary program designed to improve safety by downloading and analyzing flight recorder data. NetJets said the results will be used to “enrich training programs, improve maintenance and create more efficient operating procedures.”

z Meridian Gets Avionics MakeoverPiper Aircraft refreshed the cockpit of the Meridian

M500 turboprop single, incorporating new technologies into the Garmin G1000 panel and adding other safety features. Available for 2015 models, the update includes cockpit improvements that Piper has incorporated throughout its product line, such as electronic stability protection (ESP). The new avionics will have a smaller, high-definition 12-inch multifunction display but still feature dual 10-inch primary flight displays. Its GFC 700 autopilot has an enhanced flight control system, including underspeed protection that helps guard against stall and enables coupled go-arounds. The autopilot will also be equipped with a “level mode” function. The 2015 models will be priced at $2.26 million.

z Falcon Deliveries Down, Orders Up in ’14Dassault Aviation delivered 66 Falcons last year, down

from the 77 it shipped in 2013, and revenues from civil and military activities fell by 20 percent, to €3.68 billion ($4.18 billion). In contrast, the combined order intake was worth €4.64 billion ($5.27 billion), up by 11 percent. This reflects what Dassault Falcon Jet president and CEO John Rosanvallon deemed “a good year” for business jets. The first three quarters, with 67 sales, outperformed all of 2013, and Falcon salesmen had a good fourth quarter, Rosanvallon told AIN. As of December 31, the backlog accounted for 121 Falcons. Dassault will release its full 2014 numbers on March 11.

NEWS BRIEFS Compiled by Chad Trautvetter FAA releases proposed rule on commercial ops of small UASby Bill Carey

The FAA unveiled its highly anticipated proposed regulation for the commercial use of small drones weighing less than 55 pounds on February 15, nearly four years later than expected. The agency’s release of the rule on a Sunday coincided with the release of a presidential memorandum setting privacy guidelines for fed-eral agencies that use unmanned aircraft systems (UAS).

Under the FAA’s proposed rule, which it called a “frame-work of regulations,” operators would be required to fly drones within their unaided line of sight, to a maximum altitude of 500 feet above ground level and dur-ing daylight hours. Flights in air-space sectors other than Class G uncontrolled airspace would require local ATC permission to maintain a buffer between

manned and unmanned aircraft. The rule contains a “micro UAS option” that would permit more flexible operation in Class G air-space for drones weighing 4.4 pounds or less.

Significantly, the regulation would not require small drone operators to have a private pilot certificate. Rather, they would need a “newly created FAA unmanned aircraft operator’s permit” which they would earn “by passing a knowledge test focusing on the rules of the air,” Administrator Michael Huerta told reporters and other inter-ested parties in a conference call. Approved operators, who must be at least 17 years old, would renew the operator’s certificate every two years, and there would be no separate requirement for a medical certificate, Huerta said. Also, the FAA would not require that small drones be certified for airworthiness–a potential show

stopper for some air vehicles–only that they be maintained in a safe condition for flight.

The FAA’s conditions, more lenient than drone industry par-ticipants expected, must survive a rulemaking process that could take 18 months or longer. The agency will accept public com-ments for 60 days from the date the notice of proposed rulemaking (NPRM) appears in the Federal Register. “Today’s action does not authorize widespread commer-cial use of unmanned aircraft,” Huerta advised. “That can hap-pen only when the rule is final.”

Positive Industry FeedbackSeveral industry groups

reacted immediately to the FAA announcement. Their comments were generally positive, although groups said they must study the

NPRM further. “This proposed rule is a critical milestone in the UAS integration process, and one that is long overdue,” said Brian Wynne, president and CEO of the Association of Unmanned Vehi-cle Systems International. “UAS technology has largely remained grounded while many prospec-tive users wait for the regula-tory framework to catch up.” The powerful Aerospace Industries Association (AIA), which counts among its members the estab-lished U.S. manufacturers of large civil and military aircraft, said it will conduct a “thorough review” of the regulation. “We anticipate that the exchange of views in the rulemaking process will result in a regulatory framework that will ensure safe UAS operations and expedite successful UAS integra-tion into the national airspace,” the AIA said.

The Aircraft Owners and Pilots Association (AOPA), which

represents the nation’s general avi-ation community, said it has “long expressed concerns about safely integrating unmanned aircraft into the national airspace system, insisting that commercial UAS be flown by an FAA-approved pilot or operator, have see-and-avoid capabilities, and be flown in compliance with current oper-ating rules and airspace require-ments.” While the proposed rule does not address recreational use of drones, AOPA said it has asked the FAA to issue “clear and defin-itive guidance” for those opera-tions as well. The Academy of Model Aeronautics (AMA) issued a release stating that “regulations relating to the commercial use of small unmanned aircraft systems should not apply to the longstand-ing, educational hobby of flying model aircraft…The AMA will

review the proposed rule in more detail to ensure that the rights and privileges of the aeromodeling community are upheld.”

Simultaneous with the FAA’s release of the small-UAS draft regulation, the White House issued a presidential memoran-dum signed by President Obama that requires federal agencies to provide public notice regard-ing their use of drones and make available annually a “general sum-mary” of their UAS operations during the previous fiscal year.

The memorandum also calls for the National Telecom-munications and Information Administration, a branch of the Department of Commerce, to lead a “multi-stakeholder engage-ment process” that includes pri-vate-sector participation. The effort will “develop a framework regarding privacy, accountability and transparency for commercial and private UAS use.” o

RO

TOR

FX

Operators would be able to fly small unmanned aircraft for business purposes under the FAA’s proposed rule.

PR

EC

ISIO

N H

ELI

CO

PTE

RS

Civilian specs possible at RAF Northolt Airportby Ian Sheppard

A British High Court judge ruled that the UK Civil Avia-tion Authority (CAA) “has the power to impose conditions” on the Royal Air Force’s Northolt Airport, near London, where it does not comply with civil stan-dards, despite a growing num-ber of lucrative commercial movements. This could mean the CAA has little choice but to invoke a wide-ranging audit and that Northolt could face a cut in

civil operations while it makes expensive improvements.

The High Court gave its rul-ing on January 23 while rejecting an application made in November by two rival London-area airports, Biggin Hill and Oxford, which had requested a judicial review into a 2012 decision by the UK Minis-try of Defence (MoD) to raise the civil movement cap at Northolt to 12,000 per year from 7,000, while still not requiring it to comply

with stringent conditions imposed on civil airports.

However, the CAA insists it is in fact already working with the UK Military Aviation Author-ity (MAA) on a joint approach to safety oversight at military air-fields such as Northolt. In a writ-ten statement to AIN, the CAA commented: “In dismissing the judicial review claim brought by Oxford and Biggin Hill airports [High Court judge] Popplewell has identified that the CAA may impose safety conditions on the use of RAF Northolt by civil aircraft, and confirmed that the MAA is not bound by the require-ments that apply to civil airports (set out in CAP 168). For many years the CAA and MAA (and previously the MoD) have worked closely together to ensure the safety of all aircraft using RAF Northolt. The CAA has pro-vided advice and guidance to the MAA, and both organizations have established and have recently enhanced a tailored approach to safety oversight of the airport.”

The statement noticeably does not commit the CAA to specific action to ensure that military air-ports accepting civil traffic com-ply with all civil safety standards.

Competitive ComplaintsThe two airports bringing the

legal action said in a joint state-ment, “RAF Northolt became a competitor without incurring the higher costs of complying with civilian safety standards.” Will Curtis, managing director of London Biggin Hill, told AIN that the traffic taken away from Biggin Hill could be costing the field as much as £4 million ($6 mil-lion) a year, basing his assertion on a period when Northolt was closed and Biggin Hill saw more activity. He estimates that some 85 percent of movements at Nor-tholt are now civilian, including those carrying royalty and poli-ticians (Northolt is best known as the home of the British Royal Flight, though many such flights now use a purpose-built terminal at London Heathrow).

London Oxford and Lon-don Biggin Hill have also lodged a State Aid complaint with the European Union’s Competition Commission, complaining that the MoD has been unfairly com-peting with the private sector. The airports suggested that should they win, “the compensation bill could run to many tens of mil-lions [of pounds].”

It remains to be seen whether civil aircraft operators will feel the need to review their use of Nor-tholt, perhaps at the prompting of insurance providers who might be concerned about liability issues. o


z Bizjets Considered for Collier TrophyTwo new fly-by-wire business jets–the Gulfstream

G650 and Embraer Legacy 500–were nominated for the 2014 Robert J. Collier Trophy, the National Aeronautic Association announced. The Collier Trophy recognizes “the greatest achievement in aeronautics or astronautics in America.” Several business jets, including the GV, Citation X and Eclipse 500, have won the award. Also making the cut as nominees for the 2014 award were Alan Eustace and the StratEx Team; F-16 Automatic Ground Collision Avoidance Team; General Aviation Joint Steering Committee; Orion Exploration Flight Test-1; and Orion UAS Team. This year’s winner will be announced on March 11.

z Jet Shipments, Finances Rise at TextronBusiness jet deliveries at Textron Aviation division Cessna

Aircraft climbed to 159 Citations last year, a 12-percent gain over 2013, while shipments of King Air turboprops at Beechcraft landed at 113. Thanks to the Beechcraft acquisition last March, higher volumes and a favorable mix of aircraft, revenue at Textron Aviation soared last year by nearly $2 billion, to $4.57 billion, while profits reached $234 million versus a $48 million loss in 2013. Backlog at Textron Aviation at the end of the fourth quarter was $1.4 billion, relatively flat from the third quarter.

z European Bizav Flying SlumpsBusiness-aircraft flying in Europe started the new year

on the wrong foot, with activity dropping in January by 5.8 percent from a year ago, to 49,929 flights, according to data from WingX Advance. WingX attributes the slump in activity to the “political crisis in the Eurozone and conflict escalation in Ukraine.” Business-aircraft flying fell 4 percent in Western Europe, while activity in Central and Eastern Europe also fell harder, with activity in Poland down 6 percent and Austria retreating 17 percent. Meanwhile, business aircraft traffic in Ukraine plunged by 59 percent year-over-year and Russia slid by 23 percent. Overall, business jet activity was down 7 percent, while turboprop flying was mostly flat, falling by 1 percent.

z EBACE 2015 To Feature UAS ZoneThis year’s EBACE, to be held May 19 to 21 in Geneva,

will feature a dedicated zone for UAS demonstrations. In addition, an education session to be held at the show will focus on European Commission regulations for UASs, which are known in Europe as “remotely piloted aircraft systems.” The UAS zone will provide a venue for exhibitors to conduct live demonstrations of their products in a netted pavilion.

z Ex-Gulfstream Exec Founds BrokerageVeteran Gulfstream sales executive James Hagerty

formed The Hagerty Jet Group, an aircraft brokerage firm based in Savannah, Ga. He brings to the firm more than 16 years of aircraft sales experience with Gulfstream and Avpro and numbers 150 aircraft transactions to his credit. He is teaming with aircraft sales executive Ken Hart, most recently with Welsch Aviation. The firm will specialize in pre-owned Gulfstreams.

z Industry Backs ICAO on Emissions Five industry associations, including NBAA and GAMA,

reiterated their backing of a global approach–rather than a regional one–to reducing aviation greenhouse-gas emissions. In a joint letter sent to FAA Administrator Michael Huerta and EPA Administrator Gina McCarthy, the organizations emphasized their support of guidelines established by the ICAO Committee on Aviation Environmental Protection (CAEP). “It is critical that aircraft emissions standards continue to be agreed at the international level,” the organizations said.

NEWS BRIEFS Compiled by Chad TrautvetterNortholt Airport is allowed to have 12,000 civil operations per year, enough to represent a competitive challenge to other area airports, critics say.

GENERAL DYNAMICS SETS SUCCESSION PLAN FOR GULFSTREAM LEADERSHIP

General Dynamics is promoting Gulfstream Aerospace president Larry Flynn to executive vice president of the parent corporation’s aerospace group, putting in place a succession plan for when Joe Lombardo retires in June. Succeeding Flynn will be Mark Burns, currently president of product support for Gulfstream. The changes take effect July 1.

In his new role, Flynn will have responsibility for both Gulfstream and aircraft maintenance, completions and FBO provider Jet Aviation. Flynn, 63, became president of Gulfstream in 2011, freeing Lombardo, then the president, to focus on his duties as executive vice president for General Dynamics.

Flynn joined Gulfstream in 1995 and served as senior vice president of marketing and sales and pres-ident of product support. He brought an extensive aircraft services background to Gulfstream, having held senior roles with Stevens Aviation, Signature Flight Support and AMR Combs. Under his steward-ship, Gulfstream vastly expanded its Savannah, Ga. campus, brought the G650 and G280 to market and, just four four months ago, rolled out two new models: the G500 and G600.

Burns, 55, has served in his current position since June 2008, steering the worldwide service and customer support network. Under Burns, the network has expanded globally, with Gulfstream becoming the first business aviation OEM with its own service center in China. A 32-year Gulfstream veteran, Burns previously was vice president of customer support and vice president of completions engineering. Gulfstream has not yet announced a successor for Burns.

Lombardo is retiring after a 40-year aerospace career. He joined Gulf-stream in 1996. –K.L.

CH

AR

LES

ALC

OC

K

Larry Flynn

Mark Burns

Fight continues for SMO accessby Matt Thurber

The Aircraft Owners and Pilots Association (AOPA) and NBAA filed an amicus cur-iae (friend of the court) brief on January 22 with the U.S. Court of Appeals for the Ninth

District, outlining the associa-tions’ concerns about the City of Santa Monica’s efforts to restrict or close Southern Cali-fornia’s Santa Monica Airport.

The timing for the AOPA/

NBAA filing was driven by the FAA’s January 15 “brief for appellees,” which resulted from the city’s October 2013 law-suit. In that lawsuit, the city claimed it was unaware that a

1948 agreement with the govern-ment to operate the airport in perpetuity still applied, follow-ing another agreement it made with the FAA in 1984. The city lost that case but appealed to the Ninth Circuit Court, hence the recent filings.

In 1948, Santa Monica regained control of the airport, now encompassing 227 acres, under a Surplus Property Act (SPA) agreement. According to AOPA, “The city regained control of the airport with the understanding that the airport would operate in perpetuity, which is what the SPA required and which was set forth in terms within the airport trans-fer agreement.”

Wide-ranging Implications for Airspace System

In their brief, the associations argued that the city may try to restrict operations or even close the airport on the expiration of its obligations under the most recent grant assurance. That “would entirely contradict both the overt purposes of the Sur-plus Property Act and the trans-fers made pursuant to that law,” they argued.

The associations noted that approximately 200 U.S. airports have similar SPA agreements. “The outcome of this case could undermine the national air transportation system by allow-ing localities to unilaterally renounce their surplus property obligations and piece-by-piece disassemble that system.”

The city’s moves to restrict or close its airport “would have a detrimental effect on air traffic in the Southern California region and the national airspace sys-tem,” the brief stated.

The FAA’s brief is asking the court to affirm the dismissal of the city’s suit, in which it was “seeking a declaratory judgment that the covenants in the 1948 Instrument of Transfer do not require the City to operate the property as an airport or give the United States the right to take title if the City ceases to operate the property as an airport.” o


The city of Santa Monica is moving ahead with plans to restrict leases of airport property to a month-to-month basis.

WingPoints Rewards Program is administered by Kickback Rewards Systems on behalf of Phillips 66 Company. Phillips 66® and Phillips 66 Wings® logo, WingPoints® and Rewards with Altitude® are registered trademarks of Phillips 66 Company or one of its subsidiaries.

All other trademarks mentioned herein are the property of their respective owners. © 2015 Phillips 66 Company. All rights reserved.

INTOPLANE YOUNG EAGLESCREDIT CARDSWINGPOINTS® FBO LOCATOR

LANE AVIATION CMH

As a company about to celebrate its 80th Anniversary, Lane Aviation has had plenty of time to prepare for your arrival. Since opening its doors in 1935, Lane Aviation – the second-oldest FBO in the nation and still owned by the founding family – has hosted some of the most historic flights in aviation.

Now, every major airline at Port Columbus International looks to Lane Aviation for support – and with Phillips 66® Aviation’s exclusive Partners-Into-Plane program, expedited fueling keeps pilots coming back again and again. When you visit Lane Aviation, you don’t just stop at an FBO. You become part of history.

Learn more about Lane Aviation at laneaviation.com.

BE PART OF AVIATION HISTORY.E X P E R I E N C E T I M E L E S S S E R V I C E .

LIV

E

LIVE

Client: Phillips 66

Bleed: n/a

Trim: n/a

Live: 7.8125" x 10.375"

Colors: 4/c

DPI: 300

Creative Director: S. JENNINGS

Designer / Art Director:

Copywriter: DUSTIN JENKINS

Proofreader: N. TUCKER

Studio Artist: LA/JW

Inspected By:

Production Manager: C. CAPOSINO

Brand Manager: L. PARKER

Project Manager: K. KOCHNER

007247_LaneAviation_AIN_FBO_MechRevision: 2 Created: 2.18.15 Printed at 100%

MECHANICAL

007247_LaneAviation_AIN_FBO_Mech.indd 1 2/18/15 1:53 PM

U.S . +1 .844 .44 .TXTAV | INTERNATIONAL +1 . 316 .517.8270© 2015 Textron Aviat ion. Al l r ights reserved.

txtav.com

GLOBAL SUPPORT

OEMEDIATE

Your AOG support team and OEM-certif ied parts wil l be there wherever – and whenever you need them. From the largest network of support in the industry, with 21 company-owned service centers and 40 AOG mobile service units worldwide. Just part of what we invest in your investment. Learn more and find your nearest service center at txtav.com.

GLOBAL SUPPORT

OEM

Client: Textron Aviation/Customer ServiceAd Title: OEMediatePublication: AIN - MarchTrim: 10-13/16” x 13-7/8” • Bleed: 11-1/16” x 14-1/8” • Live:

33342_TxtAv_CustomerSupport_AIN.indd 1 2/16/15 3:46 PM

Eclipse turning new stones for buyersby Rob Finfrock

After delivering 12 new-build Eclipse 550s last year, Albuquer-que, N.M.-based Eclipse Aero-space hopes to expand its cus-tomer base this year by pitching the aircraft to customers outside

the traditional aviation market.“This will really be the ‘Year

of Eclipse,’” company presi-dent Ken Ross told AIN, cit-ing regional automotive groups seeking quick and efficient

transport between dealership locations as one potential new market for the aircraft that ush-ered in the era of the “VLJ.”

Eclipse Aerospace rose from the ashes of the former Eclipse

Aviation in 2009 with the pri-mary mission to maintain, recondition and upgrade the original fleet of approximately 260 Eclipse 500s. That remains the new company’s most signif-icant source of revenue, Ross noted, with more than 50 reman-ufactured “Total Eclipses” deliv-ered and approximately 90 percent of the fleet upgraded to the company’s Avio 2.7 inte-grated flight management sys-tem (IFMS) avionics standard.

However, Ross added, that balance may shift as he “fully expects” to increase Eclipse 550 deliveries this year. “More than [the 12 delivered last year] are on the production line now,” added executive vice president for busi-ness operations Ed Lundeen. The company had delivered two new Eclipse 550s through late last month.

Another factor in the revenue shift may also come from rais-ing the Eclipse 550 base price from its current $2.895 million, “to keep pace with our suppliers and inflation,” Ross added.

Competition WelcomeApproximately 280 Eclipses

are now in service worldwide. With other new twin turbo-fan-powered aircraft typically both larger and more expensive, Ross considers the Eclipse 550’s closest competitor to be the Daher-Socata TBM 900 turbo-prop single. He also expects the upcoming Cirrus Aircraft SF50 single-engine jet will be “great” for Eclipse sales in the end.

“Once [SF50] owners learn they can fly a jet, they’re going to want more speed and capa-bilities,” he said, and he believes the Eclipse 550 stands out among new aircraft costing less than $10 million, he said.

Ross anticipates movement on a stalled U.S. Air Force request for information seeking to replace the service’s aging fleet of Beechjet 400-based T-1 Jay-hawk trainers with Eclipse 550s; he added that talks are also under way to provide a small number of aircraft to other branches of the armed forces. o


Eclipse handed over 12 Eclipse 550s last year and expects to better that total this year.

FROM LIGHT TO LARGEAND EVERYTHING IN BETWEEN

B R O K E R A G E • A C Q U I S I T I O N S • T R A D E S

We’re reaching out – and up. More offices. More industry experts. Expanding to include all types

and sizes of business jets. We’ve been building our credentials at Elliott Aviation through eight

decades of aircraft sales. Now our new venture – Elliott Jets – focuses exclusively on helping you buy,

sell or trade a jet. Doing the work for you, using our experience, integrity and market knowledge to your

advantage. Elliott Jets – the evolution of expertise.

AN ELLIOTT AVIATION COMPANY

844.937.5387 | elliottjets.com

14-ELLAVI-5820 AIN - DAY 2 - Trim: 10.8125”w x 13.875”h Bleed: 11.0625”w x 14.125”h

FLIGHTSAFETY INSTRUCTOR TRUST AD - AIN - MARCH 2015 - Bleed: 11.0625” x 14.125” Trim: 10.8125” x 13.875” PDF/X-1a VIA EMAIL

Aviation professionals from around the world trust us to provide the highest quality training and outstanding service. More than 1,800 highly experienced professional instructors deliver aircraft- and mission-specific courses, using our comprehensive training systems and advanced-technology flight simulators designed to enhance safety. Trust your training to FlightSafety. You’ll see why so many aviation professionals make the same choice. And have since 1951.

For information, please contact Steve Gross, Vice President, Sales • 314.785.7815 [email protected] • flightsafety.com • A Berkshire Hathaway company

Customers come to FlightSafety for our advanced-technology training systems; our

efficient, effective learning environment; our global Learning Center network; and

our unrivaled Customer support. They keep coming back, time after time, for our

knowledgeable, experienced instructors. They are, simply, the best in the business.

Our instructors are dedicated to earning your trust by providing the highest-quality

professional aviation training available today.

Our InStructOrS MAke All tHe DIFFerence

Benefit from our

instructors’ Wide

range of experience

• Highly Experienced Pilots

• Skilled Maintenance

Technicians

• Accomplished Cabin

Professionals

• Experts in Scheduling

and Dispatch

TSA program includes charter crewsby Curt Epstein

The TSA adopted changes to its Known Crewmember (KCM) program last month, expand-ing participation for pilots and flight attendants in Part 135 and Part 125 operations.

Developed for the airline industry in 2011, the program allows quick identification of authorized crewmembers and verification of their employ-ment status to ease access to sterile areas at airports. “The

airlines were providing a lot of information for the TSA and to each other via the Cock-pit Access Security System, and some of the union organi-zations began to press to make this information available to be

used to expedite crewmember screening,” explained Thomas Hendricks, president and CEO of the National Air Transpor-tation Association (NATA). Before joining NATA, Hen-dricks served as senior vice pres-ident with Airlines for America (A4A), and led the team that implemented the program. “We worked closely with TSA to

develop a program that recog-nized the high degree of vetting that crewmembers undergo and provide them with alternative screening at airports, so that the TSA could focus its resources on travelers that they know much less about.”

Under a pilot program that began last year, charter crewmembers were allowed to participate in KCM under cer-tain strict conditions, which required an operator to apply with the TSA to modify its indi-vidual security plan. “NATA convinced the TSA to include Part 135 charter and private char-ter Part 125 crewmembers in the program because the vetting was the same for those crewmembers and we felt from a risk perspec-tive there was no difference from airline crewmembers,” Hendricks told AIN. “After several months of this proof-of-concept program for this community, the TSA decided to modify the entire secu-rity program.” As a result, indi-vidual companies will no longer have to apply for a TSA exemp-tion to be included in KCM.

Risk-based SecurityThe change, which took effect

on January 13, involves only those operators that are regulated under the 12-5 Security Program and/or the Private Charter Security Pro-gram, which have been approved through the NATA Compliance Services (Natacs) website. Hen-dricks added that those operators that also hold a Part 121 certifi-cate will still be processed through the A4A program.

The program is intended to provide real-time status updates and operators are required to notify the TSA and Natacs immediately of any changes in crew employment. According to NATA, the fee schedule for operators is dependent upon the number of employees each com-pany enrolls.

“We thank TSA for working with NATA staff to expand this risk-based security initiative by making KCM available to addi-tional crewmembers,” said Hen-dricks, who noted last month that nearly three dozen companies have been enrolled in the program since it was announced in late December. “With the inclusion of private charter and 12-5 operators in KCM, these changes have the potential to significantly improve the efficiency of airport check-point screening and enhance safety for all travelers.” o


Owner-pilots fly off in a nearly factory-fresh model, often for about half the cost of a brand-new one. by Mark Huber

The world is not short of updated and refurbished business aircraft. However, few can be considered truly “remanufac-tured” with major airframe structure, avi-onics, new design engines, and fresh paint and interior installed.

The reasons for this dearth are myr-iad. Corporate owners (and their lenders and insurers) tend to shy away from air-craft more than 20 years old. Historically the remanufactured aircraft business has been dogged by concerns about war-ranty and product support. Some reman-ufactured aircraft don’t hold their value. Remanufactured programs that are “one offs”–as opposed to serial production–can have problems with quality con-trol and economy. And of course there are regulatory concerns with the FAA, EASA and other regulatory agencies.

Sierra Industries

Technically, remanufactured aircraft are modified, as opposed to new, aircraft, and their data plates reflect this, said Mark Huffstutler, CEO of Sierra Indus-tries, a Texas company that has been in the modification and remanufacturing business since 1980, most notably with Cessna Citations.

“The FAA will not allow you to throw away the old logbooks and start a new set with zero time on a used airplane,” he explained. “But what you can do is say the airplane is remanufactured and you can issue an additional data plate show-ing the year of remanufacture. We do that on some of our airplanes. They leave

here as 2015 factory models with a com-plete refurbishment, but if you dig down deep enough in the logbooks you will find these airplanes still have, for exam-ple, 5,000 hours or 6,000 cycles. You can’t extinguish that. But in the [remanufactur-ing] process we zero-time all the inspec-tions on the airplane, look hard at all the life-limited components and replace or overhaul them. [Almost every airplane] gets new avionics, paint and interior and is as close to a factory-fresh airplane as you can make it, given the limitations we live with in the aftermarket world.”

For Sierra and others in the business, that limitation mainly boils down to the price. A remanufactured aircraft can cost 40 to 50 percent less than a comparable new model and sometimes even sport

engines and avionics that are more tech-nologically advanced. And for the more than 500 Cessna Citations that Sierra has touched over the years with a combina-tion of wing, fuel system, engine and avi-onics mods, Huffstutler said, more than anyone else, the people who truly under-stand the value of remanufacturing are owner-pilots.

“These guys fly the airplanes,” he said. “When you get into the corporate-owned and professional flight-crewed realm, they typically have prohibitions against airplanes that are more than 15 or 20 years old. They don’t recognize the value of modifications. You really have to have the aficionados, the guys who are fly-ing the airplanes, to totally appreciate it. That’s who our customer base is.”

However, in the main the market for completely remanufactured products remains depressed, Huffstutler said. That is why his company is offering custom-ers an a la carte menu for its new Sap-phire program, which installs GE Honda

HF120 engines on older Citation CJ1s. Sierra announced the program last Octo-ber and hopes to have certification work completed in 2017. “I don’t think the mar-ket is back to the point where we could be aggressive about a total remanufactured, serial-production aircraft program. I don’t personally think the economics are back there yet; they were until the crash of 2008, but it is too risky today.”

However, Huffstutler sees good growth in his business, especially with avionics mods and with international customers. Sierra currently employs 100 in Uvalde, Texas, and another 15 at its avionics and MRO shop in San Antonio. “Knock on wood we have our shops full and a little bit of backlog,” he said.

Huffstutler estimates that the com-pany will provide MRO service to 75 to 100 airplanes this year. He estimates that the company’s remanufacturing packages, such as the Eagle II and Stallion for the Citation 500/501, account for 25 percent of the company’s total business, with cus-tomers willing to invest $2 million to $2.5 million for a package that includes retro-fitting their existing aircraft with Williams FJ44 engines and Garmin G1000 avi-onics. The typical installation takes any-where from six to nine months depending on options the customer selects.

“It’s a great value,” Huffstutler said. “You get the equivalent performance of a Cessna Citation CJ2+ for $2 million compared with more than $5 million for a new airplane. [A 2014 CJ2+ retailed for $7.25 million new. –Ed.] This is a new one for essentially half the price. Our airplane also will run circles around a [new $4.67 million Cessna Citation] M2; it is 30 knots faster, offers 400 nm more range, carries more people and has better field performance.”

Like all remanufacturers or mod cen-ters, Sierra has to grapple with rapid


AIRCRAFT

Sierra’s Stallion conversion replaces the original Pratt & Whitney Canada JT15Ds on the Citation 500/501 with Williams FJ44-2As.

REMANUFACTURED

technological change and the risks and costs involved. Huffstutler said Sierra spent $1.25 million getting the Garmin G1000 system certified on the Citation 501/SP. While that modification provides pilots with greater capabilities, more reli-ability and trims weight from the aircraft, in many ways it is already passé as more pilots are now expressing a preference for touchscreen avionics. The more expensive Garmin G3000 system offers this capabil-ity, but the cost involved in getting it cer-tified for older airframes might not make sense, Huffstutler said.

“Avionics change so rapidly. To make a big investment you really have to know that you are going to succeed,” he said. “Over the last 12 months the consumer has fully endorsed touchscreen tech-nology to the point that we have seri-ously reconsidered the application of the [Garmin] G1000 in anything new. If we want to certify the [touchscreen] G3000 in a CJ, it is a $3 million program because of the autopilot integration. And then you have a product [the avionics mod] that you have to go to market with and sell for $450,000 to $500,000. You won-der how many you can really sell. And when you can put a Garmin 600 [avion-ics display] and dual GTN 750s [touch-screen GPS/navcom] in the panel for less than $125,000 and have 90 percent of the utility of a G3000, it’s hard to get your customer to bump up another $300,000 for a G3000.”

Huffstutler sees several “engines of interest” for potential future projects, including the GE H75/80 for turboprops and the new Snecma Silvercrest turbo-fan that Sierra is currently testing on its Gulfstream II under contract for Snecma. While the Citation II and Hawker/

Beechjet 400 are currently the largest air-frames for which the company has pro-grams, Huffstutler said that could change and mentioned the company is looking at the Citation 650 series for future offerings.

Nextant Aerospace

While Sierra may be reticent when it comes to serial-production remanufac-turing programs, Nextant Aerospace jumped in with both feet. The sister company of fractional provider Flight Options was formed in 2007 for the pur-pose of remanufacturing the Beechjet 400A/Hawker 400XP and refitting it with Williams International FJ44-3AP engines, Rockwell Collins Pro Line 21 avionics, airframe and systems improve-ments, and an updated interior.

Compared with a stock aircraft, the 400XTi’s maximum range increases by 50 percent, to as much as 2,005 nm (four passengers, NBAA reserves); cruise speed increases to 460 knots; fuel efficiency is potentially boosted 25 to 30 percent; and noise compliance is better than Stage IV standards. The $5.15 million aircraft (original airframe included) received FAA certification in 2011. To date, the company has delivered 50 aircraft, 20 of those to Flight Options, and others to a diverse customer list in 11 countries.

Recently, Nextant conducted the first flight of its second remanufactured air-frame, the G90XT, which installs GE H75 turboprops and Garmin G1000 avionics in the King Air C90. The G90XT package has a bring-your-own- airframe price of $1.95 million. Certifi-cation is expected in the second quarter


Continues on next page u

Remanufacturing generally is attractive when the price difference between re-manufactured and new-production air-

craft is compelling, the installed fleet is large, and the aircraft remains in demand, as in the case of the de Havilland Canada DHC-6 Twin Ot-ter twin turboprop, now being produced as the new $7.5 million Viking 400. More than 800 leg-acy Twin Otters were produced and an estimated 500 are still flying. Customers who want a new Twin Otter can turn to Viking, or they can opt for a $4.5 million remanufactured X2 from Ikhana Aircraft. The bring-your-own aircraft process takes between six and nine months.

Ikhana was formed in 2007 through the merg-er of R.W. Martin (RWMI) and Total Aircraft Ser-vices. RWMI held numerous STCs for the DHC-6: mtow increase to 12,500 pounds and re-lifed wing box, nacelles, flight controls and fuselage. All these components have hard life limits that are, in several cases, substantially less than the overall airframe life limit. Ikhana has combined these along with factory fresh Pratt & Whitney Canada (PWC) PT6A-34 engines and new interi-ors in the Twin Otter X2 package, giving owners of timed-out aircraft an economically viable alterna-tive to buying a new aircraft. (The DHC-6 has a life limit of 66,000 hours or 132,000 cycles. Custom-ers can also purchase STC installations individu-ally.) Ikhana is working on an STC to raise mtow to 14,000 pounds and hopes to have that in hand by year-end and added to the X2.

The first X2 is preparing for delivery, said Ikhana CEO John Zublin. “It is a developing mar-ket. We’ve sold the first one and have several in-quiries. We think it is a solid place to be. It’s about the best pickup truck on the market.”

Ikhana’s remanufacturing process is exten-sive, Zublin said. It requires six to nine months of downtime. The aircraft is essentially “zero-timed” and good for another 66,000 hours when the process is complete. “It gets a new birth cer-tificate. We tear the aircraft down, incorporate the STCs, change out the structural components, etch alodine the entire inside of the aircraft, and install all-new wiring, circuit breakers and avion-ics. We turn it into as new an airplane as possi-ble,” he said. All of the major STC installations are given new data plates and the entire aircraft gets a type certificate overhaul that reflects the X2’s “zero-time” status. “We give such continu-ing value to the airframe that you are basically

ending up with a new airplane,” Zublin said. Ikhana holds parts manufacturing author-

ity (PMA) for all aircraft components save the fuselage. Any fuselage parts it needs it buys from Viking.

Zublin said most, but not every, aircraft of-fers the potential for remanufacture. “If it is still flying, how bad can it be? Sure, you have to be careful and know the aircraft’s history, but ulti-mately it’s an economic decision. [On STC instal-lation] we’ve never had to turn a customer away because the airframe is too rough. Because the Twin Otter is not pressurized, it lends itself to the [remanufacturing] process pretty readily.”

International customers account for approx-imately 70 percent of the company’s Twin Otter business, Zublin reports. After it is rebuilt, the aircraft can be disassembled and put into two standard 40-foot shipping containers, which people at the company call “Otter in a box.” n

Turboprop Remanufacturing

As part of its remanufacturing program for the Twin Otter, Ikhana tears down the customer’s aircraft and changes out all the structural components, including flight controls and fuselage.

Ikhana offers a re-life program for the de Havilland Canada Twin Otter workhorse that gives operators another 66,000 hours.

The Williams FJ44 provides power on several remanufactured aircraft.

At EBACE 2013 Nextant launched the 400XTi, an improved version of its first remanufacturing effort, the 400XT (itself a new version of the Beechjet 400). The FJ44-powered 400XT received its FAA STC in 2011.

DAV

ID M

CIN

TOS

H

of this year, followed by production of five aircraft by year-end and significantly more next year. Nextant says that its G90XT will best new-production aircraft with features that include digital pressur-ization control, dual-zone air condition-ing and single-lever power control.

“We have clearly proved in a short period of time that there is a global mar-ket for remanufactured product,” said Nextant vice president Jay Heublein, referring to the 400XTi. “We have a strong order book for the 400XTi and already have taken deposits on the G90XT,” he added. “We have tapped into a segment of the market that didn’t exist. There have been mod programs in the past, but they have always failed in that they were not able to offer fully integrated products that had enduring lives after the initial orders. We’re selling a product on price in a very difficult light jet environment.”

Heublein said Nextant realized early on that for a remanufactured product to have sustained market appeal, it had to provide the same level of training, service and sup-port that OEMs provide with new aircraft sales. That meant partnering with estab-lished domestic service providers as well as international ones such as Jet Aviation and Beechcraft Augsburg and an estab-lished training company, CAE SimuFlite. “We have to offer everything else you get with any new OEM experience, from dedi-cated flight crew training on a full-motion simulator, to tip-to-tail warranty, to global product support, to custom paint and interior,” said Heublein. “That’s some-thing that we have been able to offer, and I think other companies are going to fol-low this. We’ve quickly proved that there is a market for it. But the main barrier to entry is the ability to provide global prod-uct support. A company must do that.

“A whole lot of airplanes out there would benefit from our approach, and we spend a lot of time looking at new products,” said Heublein. Nextant is expected to announce its third airframe program by year-end and it could be larger than the 400XTi. Heublein would say only that the company has feasibility studies under way on “four or five” air-craft and is “narrowing the process and getting closer” to making a decision. He did say that larger business jets provide better margins than light jets and there-fore make it easier to recapture non-recurring engineering costs over the sale

of fewer aircraft. The critical mass for a heavy jet program would be a model with at least 250 to 300 aircraft already in service to justify the program invest-ment required, Heublein noted. He said the company considers its current offer-ings “entry-level products” and that it will continue to focus on cabin-class business aircraft.

Like Sierra, Nextant says it sees strong interest from the export market holding up.

Textron Aviation Beechcraft

Textron Aviation’s Beechcraft unit is also slated to offer a remanufactured Beechjet 400A/Hawker 400XP dubbed the Hawker XPR. The program was announced in 2011 by Hawker Beechcraft before the company declared bankruptcy in 2012 and was subsequently acquired by Cessna parent Textron last year. It has been plagued by delays and still awaits certification. It differs from the Nextant

offering in several respects as it is a $2 million (2011 average price) bring-your-own-airplane program, uses the Williams International FJ44-4A-32, offers a choice of retrofit avionics (Rockwell Collins Pro Line 21 or Garmin G5000) and a differ-ent style winglet.

As previously noted, both Sierra and Nextant use Williams engines for their ret-rofits. While Williams vice president Matt Huff said that the remanufacturing market accounts for only a small percentage of the company’s overall sales, he noted that the company provides the exact same prod-uct support and warranties to end-users of remanufactured aircraft and the same engi-neering assistance to the remanufacturers as it does to new aircraft OEMs, includ-ing installation and operating instructions “plus whatever engineering expertise the manufacturer needs to fully understand the documentation and safely integrate the engine into the airframe.”

Nevertheless, not all remanufactur-ing projects are necessarily a good fit for the company, Huff said. “Our selec-tion criteria include the age of the fleet as well as how much improvement in performance or reduction in fuel burn and noise can be realized. Also critical is the size of the market. It is rare that a fleet fulfills these criteria as well as the Beechjet 400 did. We have generally found it difficult to make an acceptable return on investment to certify and sup-port the installation of our new engines onto older platforms.” o


As of the Hawker 400XP first flight in May 2012, there were 604 Beechjet/Hawker 400s built that were eligible for the modification.

REMANUFACTURED

AIRCRAFTuContinued from preceding page

WirelessMedia StreamerJetJukebox from Flight Display Systems

Call 800.513.1672 to learn more.

• Streams video, audio and more to eight passengers

• Any tablet or smart phone: Apple, Android, Windows

• No expensive internet connection required

www.JetJukebox.com

NEW FLAT PANEL SOURCE

www.techcomposites.com

A LOU MARTIN COMPANY EST. 1999

PHONE:(210) 832-0200FAX: (210) 930-8192e-mail: [email protected]

Short Lead TimesProduction and Custom PanelsFAA Approved AllowablesNomex, Aluminum, and Divinycell CoreFiberglass, Aluminum, and PhenolicSkinsCustom Radius PanelsHeadliner, Valance and PSU PanelsCore thickness from .125” to 1.00”Send us your Engineering Prints

This is the future of midsize jets. It's the first in its class with an

unbelievable 6ft tall cabin and flat floor. With its advanced fly-by-wire

technology, you're guaranteed a smoother flight to enjoy the space

that makes this jet experience out of this world. To contact an

Embraer Executive Jets sales representative in your area,

visit EmbraerExecutiveJets.com/contact-us

Space in a class of its own.

All members of a flight department need to be well versed in the company’s emer-gency response planning (ERP) to prepare for an event they hope they will never face. That was the message of a live-action emergency-response drill at last month’s Schedulers and Dis-patchers Conference (S&D).

“For as long as I can remem-ber, people have been talking about the importance of bring-ing an ERP drill in some way to our sessions or to our attendees,” said Jo Damato, NBAA’s direc-tor of educational development and strategy. With three full days of programming and a second-day general session, “we were able to find the right opportunity to make it happen,” she added.

Handling the CrisisPlayed out on stage by a cast

of industry members, the pre-sentation re-created the tense first hour in a flight scheduling department after the crash of one of its aircraft. The idea was hatched last year at the end of S&D’S 25th-anniversary show in New Orleans, and the ambitious effort–produced in partnership

with crisis management train-ing provider Fireside Partners–included a corporate video introducing the fictitious Digi-tal Cryotech and its Delaware-based flight department; ATC communications with the aircraft and local law enforcement aer-ial units, during and immediately after the crash; and even break-ing newscasts showing the acci-dent scene and a press conference from the company’s CEO.

During the course of the drill, the flight department members interacted with members of the FAA, the military and even duplicitous reporters seeking information. Especially grip-ping was the flight department manager’s phone conversations with the near-hysterical wife of one of the crewmembers, who had learned about the accident through television reports, a moment that clearly drove home

the human aspect of such a disas-ter and the need for a sound plan to address it. In another instance a reporter identifying himself as an FBO employee at the com-pany’s home base called seeking information; a more seasoned member of the flight depart-ment told the person who took the call to call him back, not at the number the caller provided but at the FBO’s main number, where they learned there was no employee by that name.

At crucial junctures, replays moderated by Fireside pres-ident Don Chupp pointed out whether the performers’ responses were correct or not. In one particular instance dur-ing the drill, a flight department member cost the investigation vital time by refusing to respond to initial inquiries by authorities as to whether the company was

the aircraft’s operator and if the activation of its emergency loca-tor beacon was legitimate.

The live-action portion closed to a standing ovation by the crowd of more than 1,000 attendees, after which Chupp analyzed the situation. “I think the take-home from the program that we put on is really that the emergency response plan lives way beyond the document,” Chupp told AIN after the per-formance. “You need a trained frontline of schedulers, dispatch-ers and administrators who know how to field those initial calls and synthesize them prop-erly.” Chupp noted that while there is no optimum time for such a crisis to occur, they tend to happen on weekends or in the early hours, “traditionally when you may not have your most senior personnel in place to take those incoming calls,” he said.

Damato reported that as she left the session she was stopped by a flight-department man-ager. He told her he’s going back home and preparing emergency response scripts for his entire department, right up to the CEO, so they will be better prepared if they ever find themselves in such a situation. “I love that I got this type of instant feedback and knowing that he’s going to go back and make an instant dif-ference in his flight department,” she said. o


Survey: FBOs Expect Stronger Fuel Sales in 2015 Prospects are looking up for the FBO industry this year, according to the latest survey by the Aviation Business Strategies Group (ABSG). According to the survey, the in-dustry is predicting gains in fuel sales, with more than 60 percent of the respondents anticipating an average climb of at least 2.5 percent. Last year the majority of survey participants reported seeing a drop in fuel sales as hours flown by business and general aviation aircraft remained largely flat.

“In our 2014 survey, the majority of respondents pre-dicted at least a breakeven marketplace with only about 40 percent projecting an increase in fuel sales volume,” noted ABSG partner Ron Jackson. “For the first time in several years, we’re seeing a glimmer of optimism

amongst the majority of FBO owners and operators we encounter,” added company co-founder John Enticknap.

While most of the respondents in last year’s survey said they had little or no confidence in the economy, in this latest poll the majority have moved to a “mid-dle ground” undecided position, an indication of what the company describes as growing “guarded” opti-mism. Of the more than 200 FBOs surveyed, 18 percent responded that they anticipate selling 5 to 8 percent more fuel. In last year’s survey only 10 percent expect-ed such gains.

ABSG released the survey results last month on the opening day of NBAA’s 26th annual Schedulers and Dis-patchers Conference in San Jose, Calif. –C.E.

ispatcherschedulers

andS 2015D

CU

RT

EP

STE

IN

S&D emergency drill shows the value of planningby Curt Epstein

NBAA’s Schedulers and Dispatchers Committee led the audience through the realities of an aviation disaster in a live emergency response drill. Bruce Woodrell (left), area manager of Go Rentals; Stephen Clark, director of marketing with ImmaculateFlight; and Aggie Mitchard, former chief dispatcher for Joe Gibbs Racing, navigated the pitfalls of the worst day a flight department will face.

PH

OTO

S: M

ATT

THU

RB

ER

Above, Fireside Partners staffers and an active duty military member played supporting roles in the live ERP drill. Below, the audience at S&D looks on as Don Chupp reviews the scenario.

Dominant theme: virtues of emergency preparedness by Curt Epstein

Emergency response pre-paredness was one of the main themes running throughout this year’s annual NBAA Schedul-ers and Dispatchers Confer-ence, with educational sessions devoted to the topic, discussions and even a live-action emergen-cy-response drill acted out on stage (see story on facing page). “There’s a part of the job that every scheduler and dispatcher must be prepared for, yet rarely talks about,” said Jo Damato, NBAA’s director of educational development and strategy. “If there’s an aircraft accident or incident, they’ll be the first to know and on the frontline of the company’s response to pro-tect its people and reputation.”

Held this year in San Jose, Calif., the show featured three full days of programming for the first time, a change that was met with positive initial feed-back. The event set a new bar for attendance at 2,707 regis-trants, surpassing even last year’s 25th-anniversary edition in New Orleans. As for exhibitors, more than 450 had a presence in the main hall at the McEnery Con-vention Center, including 43 making their S&D debut.

The opening session included an armchair discussion led by Don Chupp, president of cri-sis management training pro-vider Fireside Partners, with guests Denise Wilson, president and CEO of charter provider Desert Jet; Catherine Kidon, aviation director for Washing-ton Penn Plastic; and security expert Matt Bogaard, founder of Bogaard Group International. All stressed the need for compa-nies not only to have a safety

management system in place, but also to instill it in their cor-porate structure consistently. As the executives in Kidon’s com-pany have stated, “There is no meeting that we cannot be late to or cancel if we can’t get there safely.” Bogaard emphasized the need for companies to plan careful responses in case of emer-gency, noting that the crisis itself is the only part of the situation

that you can’t manage. In addi-tion to the obvious and imme-diate human factors, how such situations are managed can also have a bearing upon the reputa-tion of a company.

From the show’s inception, education and training have been one of its major mandates, and this year’s 29 educational ses-sions, most approved for CAM program credit, ranged from basic topics to more advanced, focusing on the complexity of operations in specific countries such as Mexico, India, Brazil and China.

For Tuan Trinh, who joined the industry as a member of Premier Air Charter’s oper-ations department just one month before the show, it was the classes in the flight sched-uling functions themselves that

proved most useful. “The begin-ning class was really good; it gave me a solid foundation for what folks have already taught me, and then it filled in the gaps for what was missing,” he told AIN after the show. “For me being a rookie and brand new, it helped me tremendously.”

Another session examined the new audit-based International Standard for Business Aviation Handling (IS-BAH), which was launched last year. According to Terry Yeomans, the International Business Aviation Council’s recently named IS-BAH program director, the organization expects soon to announce the first suc-cessful company to achieve certi-fication under the new standard, which incorporates and replaces the NATA Safety 1st Ground Audit. Nearly 100 have begun the process. While many service providers claim to have high standards, Yeomans said the new program is a way for them to prove their commitment to safety. Though program partici-pation is voluntary for now, Yeo-mans warned a mandate will be coming as airports look to pass safety requirements on to their second tier. Indeed, the board that manages the French Riviera airports of Nice, Cannes and St. Tropez is “strongly suggesting” FBO tenants undergo IS-BAH certification, said audience mem-ber Dominique Thillaud, chair-man of that management board.

Industry AnnouncementsAmong the major news

announced at the show was an alliance between international trip support provider UAS and fuel distributor Epic Aviation. “Epic for the first time in its history is going to go interna-tional,” UAS executive vice presi-dent Jay Husary told AIN. “Now its customers will have access to fuel worldwide using UAS’s net-work.” Based on the agreement, Epic’s approximately 6,000 air-craft customers will be able to use their existing accounts at 3,000 locations worldwide. The deal will give those customers “significantly reduced fuel costs at even the most remote loca-tions around the globe,” said

Husary. Once the agreement takes effect around the beginning of March, UAS’s customers in turn will have access to suppli-er-level fuel pricing at all Epic locations in North America.

At a press conference, the Air Charter Association of North America (Acana) highlighted its development of a Contract Best Practices (CBP) document

to provide guidance to air char-ter brokers in the areas of oper-ational control, payment and federal excise tax collection. “The [U.S.] government agency most relevant for brokers is the Department of Transportation,” said David McCown, senior vice president at brokerage Air Part-ner and former Acana chair-man. “[This is] because, as the economic authority, it has been the chief enforcer of unlawful business practices by brokers, especially those holding out as

air carriers.” The DOT is con-cerned about brokers claiming to be the air carrier and say-ing in their marketing material that they have operational con-trol. “That’s a clear no-no from the DOT’s perspective,” he said. During the meeting, the partici-pants discussed the DOT notice of proposed rulemaking that addresses the broker community. The comment period for the pro-posed rules ended in late 2013, but nothing has happened since to move the new rules forward at the DOT.

For many, the ample net-working opportunities the show provides are among its most important features. “I met a lot of good people and I got to put a face to the people I talk with on the phone and deal with across the country,” noted first-time attendee Brad Houdlette, a scheduler with fractional opera-tor PlaneSense. “In the end it’s good for our customers and our owners because if we have a bet-ter relationship with the people that we’re working with, they’re going to get a better experience and a better quality of service.”

The show concluded after its first-ever Friday afternoon educa-tion sessions, and planners began working on next year’s conference, which will be held in Tampa, Fla. from January 19 to 22. o


Pay It ForwardFor the fifth straight year, the S&D advisory committee sponsored its “Pay It Forward” drive, which collects gently worn business attire from attendees and financial donations for local charities. In its first year, the drive yielded 75

garments. Committee members Sharon Forbes, part of DuPont’s flight oper-ations department, Debbi Laux, MedAire’s director of trade relations and Mi Kosasa, vice president of marketing and customer relations with Air Service Hawaii display some of the 1,453 items donated this year, which included sig-nificant contributions from Shirt Boy, Landmark Aviation, World Fuel and Uni-versal Weather and Aviation. A pedometer challenge sponsored by Signature Flight Support raised $4,060, which will be split between Dress For Success San Jose and Sacred Heart. � –C.E.

Don Chupp

David McCown

MAT

T TH

UR

BE

R

MAT

T TH

UR

BE

R

CU

RT

EP

STE

IN

CU

RT

EP

STE

IN

local or regional offices. “This puts industry in an untenable position,” he said, because then it becomes a legal action cut-ting off the possibility of work-ing together.

In the area of certifica-tion, Baker told lawmakers the agency has been working closely with industry to understand its concerns. Improving certi-fication, she stressed, must be addressed on the local, national and international level.

Recommendations of the government-industry panel shaped 14 specific initiatives,

10 of which the FAA has com-pleted, she said.

Some of these involved expanding the use of dele-gated authority and taking a more risk-based approach to managing certification. One significant step, taken in Sep-tember, involved changing its project sequencing to a pro-cess driven by priorities. This

approach lets the safety bene-fit and complexity of the proj-ect guide the agency in how it allocates its resources, reduc-ing delays and backlogs. “Now, applicants will be able to initi-ate projects without delay,” she said. “If they have an organiza-tion designation authorization [ODA] or are using an FAA-approved individual delegated

engineering representative, they can immediately move forward with much of the work required to certify the product.”

She acknowledged that prog-ress has been uneven, saying some companies would give the agency an A, others an F, and likely a C overall. But she added that the agency is working with industry to develop an ODA scorecard to collect qualitative and quantitative data.

Efficient Strategy Needed for Growing Workload

Manufacturers are pushing the FAA to expand its ODA use and risk-based approach fur-ther. Boeing is planning to bring several new products to market over the next few years to meet “historic demand,” said Boe-ing Commercial Airplanes pres-ident and CEO Ray Conner. “The large volume of certifica-tion work ahead poses a signif-icant challenge for the agency.”

He called the ODA system a key tool for the FAA to balance its workflow while ensuring high standards are met. The FAA has taken steps forward, but Boeing is still spending “an inordinate amount of time on things like seat certification,” he said. The certification process must be “robust enough to ensure that new airplanes are safe and com-pliant, but also efficient enough to ensure that innovation and U.S. competitiveness are not jeopardized,” he said.

In addition to expanding ODA, the FAA should increase its inspector training to develop more specialists, he said, noting also that the agency should har-monize its certification efforts with those of foreign regulators.

Hilkemann added that industry struggles with redun-dant inspections. These proce-dures, many by foreign agencies, should be better coordinated, he said. “Simply stated, the current system is not efficient.”

Dillingham acknowledged the industry concerns. “While the FAA has made some prog-ress, it is too soon for the GAO to determine whether the FAA’s planned actions adequately address the recom-mendations,” he said. “Indus-try stakeholders continue to indicate concerns regarding the FAA’s efforts.” o


FAA efforts on certificationuContinued from page 8

Phone: (952) 944-1200 • UNICOM 130.6 •ElliottAviation.com

Elliott Aviation Minneapolis is Minnesota’s premier provider of aviation products and services. We are large enough to support most any mission and small enough to provide a personal touch. With Elliott, you’ll land a better experience . . . because of our experience.

Elliott Aviation Eden Prairie, MN (KFCM)

Miami • London • Singapore • Sao Paulo

5

Phone: (574) 266-4040 • UNICOM 122.95 •IndianaFlightCenter.com

Indiana Flight Center has been providing outstanding service on the Elkhart Airport for over 40 years. Come see how we can meet your needs with great facilities and easy access to Elkhart, South Bend and the University of Notre Dame.

Indiana Flight Center Elkhart, Indiana (KEKM)

®The World Fuel Services Network includes Ascent & Phillips 66 Aviation fuel branded FBOs, with a select few Air Elite Diamond Service Locations

Proudly Partnered With

Two Powerful BrandsOne Global Network

TAKE YOUR BUSINESS TO A HIGHER LATITUDE.

The Latitude has landed. Our next-generation Citation is redefining the midsize category, and competing jets will find themselves way

out of their comfort zones.

It will flat out floor you. The 6-foot-5-inch-wide, 6-foot-high, flat-floor interior is just for openers. You’ll

also be wowed by the wireless cabin technology, Garmin G5000™ avionics and 2,700-nm range. We based

our clean-sheet design on Citation standards of reliability, efficiency and quality – and went up from there.

Including a simple push-button, electric cabin door with stairs that won’t take up cabin space.

From the people who know you, the business jet that understands your needs. Redefine your business travel

for a higher Latitude. Visit latitudejet.com to learn more.

Client: Textron Aviation/CessnaAd Title: TAKE YOUR BUSINESS TO A HIGHER LATITUDE.Publication: Aviation International News - MarchTrim: 10-13/16" x 13-7/8" • Bleed: 11-1/16" x 14-1/8" • Live: NA

U.S. +1 .844 .44 .TXTAV | INTERNATIONAL +1 . 316 .517.8270

33085_Latitude_Interior_AvIntNews.indd 1 2/9/15 8:04 AM

The robust ones promote themselves to company leaders & bean countersby Matt Thurber

When the business climate is healthy, when the stock market climbs and when consumer and business confidence rises, optimism prevails in the trenches of business aviation and new aircraft are sold and new flight departments are formed. But the operation of corpo-rate flight departments can be a risky business, and no matter how good the economy, changes in circumstance can trigger the dreaded news: another flight department is closing.

During the past year, pilots, mechan-ics, schedulers and dispatchers, flight attendants and managers received the dismaying news that their flight depart-ments were shutting down–among them, the operations serving Darden Restaurants, Coventry First, Ameri-can Seafoods, Masco and McGraw Hill Financial. While this is all part of the normal churn of business–flight depart-ments were also created during that period–it might also be a reflection of the way flight departments and their corpo-rate overseers relate to each other.

“One of the things we have noticed as we work with many flight departments is that the role of the reporting executive at the corporation and the role of the

aviation director are both changing,” said Jim Lara, principal of Gray Stone Advi-sors, Knoxville, Tenn. The problem with many flight departments, he explained, is that business aviation-focused man-agers bring a more technical perspec-tive “rather than truly understanding the mission of their host organization and its strategic direction.”

Lara cited two examples of compa-nies he worked with during the past year. One reporting executive at a corporation was interested in how the flight depart-ment could add value. In this case, the company has a regular need to send exec-utives to China, where assembly work is done, and the goal was to minimize the total time of the trip for these trav-elers. The company aircraft could keep the total travel time to an average of 30 hours. The flight department managers “came to the realization that the depart-ment’s ability to provide this is a real point of value,” he said. Understanding how much their company and reporting executive appreciated this capability, the managers reorganized the flight depart-ment structure and crew roster to ensure these trips could truly excel at meeting the needs of the traveling executives.

The managers learned to anticipate their company’s needs instead of just reacting, by looking for other similar opportuni-ties within the company, Lara explained. “They now have a seat at the table on the planning side.”

In the other example, Lara worked with a reporting executive who is part of a new generation replacing older leaders. One facet of this generational change, Lara explained, is that up-and-coming leaders are being promoted from the ranks of middle management and aren’t as familiar with business avia-tion and its benefits, because they aren’t normally authorized users of the com-pany aircraft. In this case, the execu-tive had no experience flying privately. “His discussion was all around cost,” he said. “That’s a common metric in busi-ness. He was talking about business avi-ation costing 10 to 12 times the price of an airline seat and [asking] how that can be worth it. We’ve got a completely dif-ferent communication challenge with a reporting executive who is not an autho-rized user as opposed to one who is an authorized user.”

A Strategic Business AssetNo matter the background of the

reporting executives, however, it is imperative that today’s flight depart-ment managers have a seat at the table at corporate headquarters, Lara asserts. “You must be involved with where the corporation is going and developing ways for doing better from a financial and innovation perspective. You can’t be at the airport. You have to work with the reporting executive to have that every-month conversation not only on how you’re doing but also about how you have contributed to the company’s

success over the past month. You have to be able to quantify that and to know what the company deems important, then measure and report against that.”

As much as the business aviation industry hates to admit it, some com-panies and owners use jets as “royal barges” to fly people around without clear business purpose. The smarter use, of course, is to treat the aircraft as a strategic business tool, Lara explained, to help the business grow, bring customers to headquarters and facilitate access to remote locations for the leadership team more efficiently than other transportation options. Lara used to work in the turnaround business. “Business aviation was our strategic tool, our time machine,” he said. “We could keep our leadership team tight and have broad geographic access. We’re believers in business avia-tion, and we found it to be such a com-pelling and competitive tool that we’re now devoted to business aviation.

“Businesses grow and change,” he added. “If they have a tool that is not producing a return on investment, they’ll dispose of it because it has no value. It’s all about the numbers, about what value is being created by this asset and what returns are being reaped. If there aren’t any returns, you don’t have a reason for being. You’ve always got to be mindful of that.”

ROI AdviceWhen it comes to advising com-

panies about how to ensure that the flight department is delivering a solid return, Gray Stone Advisors generally works directly with the flight depart-ment. If the corporation asks for help, Lara always gets the flight department involved. “The flight department is always an integral part of anything we do,” he said.

The first step is to discuss with the flight department and its company lead-ers “their perception of how business aviation creates value for the organiza-tion,” Lara said. Surprisingly, few orga-nizations express interest in NBAA’s TravelSense software, perhaps explain-ing why the association no longer supports it. The software calculated air-line-versus-business aviation trip costs while taking into account the time cost of the passengers.

“The real question is about value,” he explained. “As one of our report-ing executives told me, we never get any questions from shareholders on busi-ness aviation if we’re making our num-bers. If not, they’re all over us about how we’re running the business. People used to focus on how much an execu-tive’s time is worth and how that stacks up in airline versus business aviation travel time. We’ve learned that boards of directors never hire CEOs or senior executives based on the premise that they’re going to break even. If you take their compensation and divide by 3,500 hours and say, ‘That’s what the execu-tive costs and how does that compare with our aviation cost?’ that’s the wrong


FOTO

LIA

SURVIVAL SKILLSfor Flight Departments

question. It should be, ‘What is that executive worth to the shareholders and the corporation?’ It’s generally a mul-tiple of 50 times compensation. If you start doing that, the numbers get pretty big pretty fast.”

Information often comes to light dur-ing these meetings with Lara that flight department managers had never heard, such as a critical series of customer- facing opportunities coming up in the next few months. Lara and his team will ask for more details and help the flight department use its resources to “mini-mize the travelers’ time out of the office and maximize time with the customer,” he explained. “You don’t want to be asked. Go after it, generate your own business. The aviation manager should be the travel expert.”

In some cases, the reporting executive knows nothing about business aviation, and Gray Stone Advisors has been asked for a “full-immersion program” to teach the executive about the flight department that is under his or her charge. Part of this effort includes taking the executive for a three-day deep dive into business aviation at the annual NBAA Conven-tion. “Those are fun assignments,” Lara said. The executives are “eager to learn, fun, sharp and get it very quickly. They study it just like they would study being put in charge of a new business at one of their conglomerates.”

Preparation and TrainingFor the flight department man-

ager who wants to lay the ground for maximizing the department’s benefits and fend off the surprise of a shut-down, there are some steps that Lara recommends taking. Of course, these may not help if circumstances make a shutdown inevitable. For exam-ple, Darden Restaurants (which owns Olive Garden and LongHorn Steak-house, among others) closed its flight department last year, officially because of a restructuring of its support func-tions. Company executives will travel on the airlines or by car, a company spokesman told AIN. He added that

business aviation served Darden well when it was growing rapidly, help-ing executives reach locations without airline service. “We have significantly slowed our growth at the company,” he said, “so that’s the main reason; we don’t need to make those trips as fre-quently.” Last year hedge fund Star-board Value took over Darden.

Undercurrent News reported last October that American Seafoods closed its one-jet flight department because of a collapse in prices for its core fish prod-ucts. The Masco shutdown had to do with “a change in leadership at the chair-man level,” said Lara.

“I don’t think it’s anything unusual. Companies continually assess what makes sense for them and what doesn’t and what’s generating value and what isn’t,” he said. “The business cycle is always running, and you’re going to see new flight departments starting and leg-acy departments closing. If you’re not generating value and can’t demonstrate it, you’re not going to be there.”

Dave Weil, CEO and founder of con-sultancy Flight Department Solutions, has seen flight departments close for all of the reasons cited above. “There are many different factors,” he acknowl-edged. “You’ve got to have a CEO who really believes in aviation. Or maybe the new guy has a financial orientation; it’s tough to deal with that.

“A smart flight department man-ager will understand how to communi-cate the value of what the department is doing,” Weil said, “and if the CFO and CEO at least are open to listen-ing and talking about it, then a smart manager can get them to appreciate it more. You want to figure out how to maximize the flight department for the executives. The more successful you are, the less likely something bad is going to happen.” o


RECOMMENDATIONS FOR AVIATION MANAGERS

Get a high-quality education with a business focus.Be a life-long learner. You have to develop yourself relentlessly to stay relevant and

contemporary.Find a mentor at company headquarters to help you develop your career plan and

build your skills.Volunteer for special assignments to show you’re willing to learn and demonstrate

skills beyond the aviation department and get more exposure inside the corporation.Keep networking within and beyond aviation and become involved in the fabric of

your community, which will help you develop leadership skills in new areas.Summon the courage to have a conversation. While this could bring negative

consequences, you have the best interests of the flight department and the jobs of its employees at heart.

“The heads-down model is a generation or two out of date. If the corporation goes radio silent that’s not a good thing. You’ve got to have the lines of communica-tion open all the time.” n

Source: Jim Lara, principal, Gray Stone Advisors

VISIT THE JETNET EXHIBIT AT THE ABACE SHOW, APRIL 14-16 IN SHANGHAI, CHINA, BOOTH #P519

[ know more ]

“ Knowing more has helped us become the world leader in advanced winglet technology, so we rely on JETNET’s world-leading information for market research and prospecting. We provide outstanding products and build trusting business relationships with clients, and JETNET does the same for us. Their team always comes through—they’re indispensable.”

Gary Dunn / Vice President of Sales, Aviation Partners, Inc. / Client since 1996

The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com

Russian test-flying facility to welcome bizav operationsby Vladimir Karnozov

Turning a government-controlled aerodrome built for testing new air-craft into a haven for business and gen-eral aviation is no novelty. But is it the right time to do so in Russia, which cur-rently faces economic pressures as well as U.S. and EU sanctions? Avcom president Yuri Bakhtin and ICBA general manager Marat Alykov believe it is.

International Center of Business Avi-ation (ICBA) is a joint venture between Russian Technologies (Rostec) and the Avcom Group specializing in busi-ness and general aviation operations at Ramenskoye Aerodrome near Zhukovsky. Located south of Moscow, Ramen-skoye houses the famed Flight Test and Research Institute (Gromov’s LII) and hosts the biennial MAKS airshows.

Bakhtin acknowledges that economic instability, the falling rouble, political pressure and sanctions pose impediments to investments in business and general avi-ation, but he takes a long-term view. “All troubles and turbulence will pass away eventually. So, we take action today in expectation that sooner or later the econ-omy will be growing again,” he told AIN.

Under the agreement with the aero-drome owners and operators, the north-ern part of the aerodrome will continue to host the flight-testing of military and civil experimental and prototype jets, but the southern area will serve business and general aviation.

Rostec’s TVK Rossiya (Transport and Exhibition Complex “Russia”) man-ages the aerodrome property. Interacting with the aerodrome administration and other government entities, it is responsi-ble for implementing how the land and buildings are used. ICBA will meet busi-ness aviation’s operational needs, includ-ing flight planning for crews and other services for aircraft owners, operators and passengers. Avcom-Technic, part of the Avcom Group, will provide line and heavy maintenance.

Avcom-Technic recently won approval from aviation authorities to start

maintenance operations at Ramenskoye. The company has been operating at Domod-edovo Airport (and previously at Shereme-tievo) and specializes in maintenance of Hawker and Cessna jets. The next step would be the establishment of a full-fledged heavy maintenance station at Ramenskoye similar to that at Domodedovo.

Aircraft Operations Under WaySince announcing the government-

private partnership at JetExpo 2014, ICBA has made some progress. “With all parties involved, we have worked out the main principles of how the center would function, including the procedures for making business and general avia-tion flights from this aerodrome,” said Bakhtin. “Business jets, turboprops and rotorcraft are already operating out of Ramenskoye.” During a visit by AIN to the recently opened business aviation ter-minal at Ramenskoye, the ramp was host-ing half a dozen Hawker and Cessna jets, a PC-12 in the colors of air-taxi opera-tor Dexter and a few helicopters. From time to time, top-end business jets could be seen through the terminal’s windows taking off and landing.

“We have already received many requests from owners–private and cor-porate–to base their aircraft here,” Bakhtin said. Today, more than 430,000 sq ft (40,000 sq m) of apron and parking space are open. Two hangars are already in operation and plans call for eight more to be in use by year-end. He added, “Air-craft owners coming to us are interested in the services we offer. They can rent hangar space from us for keeping their aircraft in here. They can hire a patch of land for erecting a hangar themselves. There is no other aerodrome in the Mos-cow vicinity that can offer that.” He pre-dicted, “Eventually, there will be many hangars at Ramenskoye.”

The main advantage of Ramenskoye over other fields in the Moscow Air Knot is that it has vast land area within the aerodrome fence for more hangars,

parking lots and so on while being close to the city.

Alykov, who worked as a test pilot at MiG from 1987 to 2005, recalls that in the late 1980s there was much activity in the southern part of the aerodrome. “But then came a big drop in flight-test vol-ume and everything hushed down here. Today, we are bringing this part of the aerodrome back to life again.”

He pointed out that the attempt to attract business aviation to a test airfield is not without precedent. “Le Bourget in France, and especially Farnborough were once famous for the flight-test programs conducted there. Today, they have another specialization, with Farnborough now focusing on busi-ness aviation. There are similar cases in the U.S. These cases tell me that we are doing the right thing here. Ramenskoye does have big development potential, and we are keen to explore it.”

ICBA intends to run a training center at the airport for both amateur and pro-fessional aviators, according to Alykov. “A big training center with a big aero-drome and a big flying zone near it is something the Moscow Air Knot lacks today. Our plans call for establishing one together with the test-pilot school named after Fedotov so that we can use the rich expertise of this famous establishment

for development of general aviation.”At 17,716 feet (3.35 miles/5,400

meters), the runway at Ramenskoye is the longest and widest in Europe.

There is one caveat for operating at the facility: Ramenskoye has strict access rules because of its involvement in national defense programs. Normally, a foreign national needs to apply up to three months in advance for permission to enter, which renders it impractical for business aviation travelers. At the same time, many Russian nationals are happy with that; they get cleared once, and then enjoy a quiet, highly protected environ-ment that keeps their aircraft away from prying eyes.

Bakhtin expects the entry restric-tions on travelers from foreign countries will be relaxed. “As soon as the north-ern and southern parts are separated, each will have its own security. The plan is to install a modern security system that would control all movements close to the runway, with only permitted automobiles and aircraft under their own power to be allowed in there.” Flying in and out of Ramenskoye poses no problem for Rus-sian passport holders if they arrange their flight through ICBA. “We see to all issues with flight planning, flight oper-ations and ground handling. ICBA was established for that.” o


AIRBUS CANCELS ONLY PRIVATE A380 ORDER

Airbus has officially written off the order for the first, and so far only, private A380. Saudi prince Alwaleed bin Talal bin Abdulaziz Alsaud placed the order in 2007. The 5,930-sq-ft cabin interior was neither designed nor installed.

“The aircraft was originally a flight-test A380. A few years after the 2007 order, Prince Alwaleed resold the aircraft to another (undisclosed) Middle East customer. Time passed and the aircraft was sitting in Toulouse, without any passenger equipment installed, without being delivered,” an Airbus Corporate Jets spokesman told AIN. The company decided to delist the order in December. Airbus still owns the aircraft but does not know what its future is, he said.

Airbus further clarified the fate of the aircraft, telling AIN, “In past years there have been many articles saying that the interior has this or that inside it, and that it cost X or Y to complete. The articles are all pure speculation (and wrong), because the aircraft was never delivered and never outfitted.”

The prince arrived in style at the Dubai Airshow in November 2007 to sign the contract, rolling up in his Boeing 747-400, flags flying from the cockpit, to a ramp spot alongside an A380 in Singapore Airlines colors. The following day, Dubai-based Al Jaber Group signed a “letter of interest” in acquiring two private A380s, but it was never converted into a firm order for what is now called the ACJ380. –K.L.

Saudi prince Alwaleed bin Talal bin Abdulaziz Alsaud placed an order for what was to be a palatial A380 at the Dubai Airshow in 2007.

DCA BIZAV FLIGHTS MIGHT LOSE ARMED OFFICER REQUIREMENT

The Transportation Security Administration (TSA) is working on a way to eliminate the requirement for an armed security officer (ASO) to be aboard all business aviation flights to and from Ronald Reagan Washington National Airport, NBAA vice president of regulatory and international affairs Doug Carr said during the “business aviation hot topics” seminar at the 2015 NBAA Schedulers & Dispatchers Conference in San Jose, Calif. “For many of you that has been a huge source of frustration,” he told the audience. “If we were able to get rid of the ‘guy with the gun,’ how many of you would participate in the program? The TSA is actively working on removing the requirement in its entirety, not just creating an alternative for it,” Carr said. “We’re working through a couple of advisory groups that the TSA has wanted to get involved in the program.” These include the Aviation Security Advi-sory Committee and a special Washington, D.C.-focused government interagency group, he explained. “I have assurances from the airport and from the FBO at the airport [Signature Flight Support] that there’s lots of space and lots of capacity. So we look forward to seeing you in Washington once we’re able to get rid of that ASO requirement.” � –M.T.

DAV

ID M

cIN

TOS

H

Trusted to deliver excellence.

rolls-royce.com

Aircraft enrolled on CorporateCare have higher asset values and liquidity as well as access to a truly global service network. So while you are enjoying engine reliability, supported by the resources and engineering expertise of the OEM, you’ll know you are helping to maximize your asset’s value and liquidity for the future. For more on CorporateCare, contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email [email protected].

CorporateCare®-a global liquid asset

the integration of UTC’s largest-ever acquisition, Goodrich.

Bellemare departed UTC and his position was eliminated last month, just a few months after former UTC CEO Louis Chenevert had left the com-pany. Bellemare’s departure provided an opportunity for Bombardier, Pierre Beaudoin told analysts. “We’ve known each other for years. We have a good relationship,” he said.

Pierre Beaudoin said he will remain active in the company, working closely with Bellemare and maintaining respon-sibility for mergers and acquisitions and company financing.

While typically a normal succession, the change was announced against the backdrop of a new financial plan that seeks to raise $600 million in equity, $1.5 billion in new debt facilities and the exploration of “potential participation in industry consolidation to reduce debt.”

Learjet 85 Program VulnerableThe management change also fol-

lows the plan, announced in January, to shelve the Learjet 85 program, incurring a $1.4 billion fourth-quarter charge and the loss of 1,000 jobs.

The moves are evidence of contin-ued restructuring for Bombardier, which last summer ousted Bombardier Aero-space president Guy Hachey, along with several other senior executives, and restructured the Bombardier Aero-space Group into three divisions: Com-mercial Aircraft, Business Aircraft, and Aerostructures and Engineering. That announcement, which also detailed plans to lay off another 1,800 workers, gave rise to questions whether Bombar-dier was positioning the group to shop one or more of the units. Analysts fur-ther noted that the reorganization spotlighted Bombardier’s weakening liquidity position.

Also last summer, Bombardier gave indications that the Learjet 85 program might have a cloudy future, saying it needed to prioritize its busy research and development (R&D) plate. The company invested nearly $2 billion in its research and development programs last year, and it could stretch its resources only so far.

Bombardier has already sunk billions into the delay-plagued CSeries, and the future of its Commercial Aircraft unit hinges on seeing that program to fruition. The Global 7000/8000 program has poten-tial to be the most lucrative of the business jet programs and occupies what has been the sweet spot of an ailing business jet

market. Bombardier has not announced order totals or backlogs for the 7000/8000, but the program has attracted large fleet orders, including contracts from major operators NetJets and VistaJet.

That left the Learjet 85, a 10-pas-senger, 3,000-nm midsize that was to be the compa-ny’s largest, most expensive and first composite Learjet. Undertaking its first mostly composite airplane became an ambitious project for the manufacturer, particularly after the original supplier, Grob, went into insolvency.

Bombardier brought the work in-house and embarked on building a new level of expertise, a process that set the program back years. The aircraft flew for the first time in April last year, and was conduct-ing flight-tests as recently as January. But the manu-facturer was already well behind schedule for deliv-eries to the aircraft’s pri-mary customer, the formerly Bombardier-owned Flexjet. Further, its place in a more difficult segment of the market and the thinner margin potential made the Learjet 85 the program most vulnerable to revised priorities.

Moderating ‘Cash Burn’Bombardier blamed the market for

its decision. “Given the weakness of the market, we made the difficult deci-sion to pause the Learjet 85 program,” Beaudoin announced in January. The manufacturer reiterated that statement in February, saying, “The pause follows a downward revision of Bombardier’s business aircraft market forecast, pri-marily due to the continued weakness of the light aircraft category since the eco-nomic downturn.” The company’s busi-ness aircraft order book might support that contention. Net orders for Bombar-dier business jets fell from 305 aircraft at the end of 2013 to 129 last year. Book-to-bill fell to 0.6 last year, short of the Bombardier target of one.

Deliveries tell another story, climbing to 204 last year from 180 in 2013. Learjet contributed to that increase, up by five aircraft in the year. Bombardier execu-tives have also stated that sales for the Learjet 70/75 have made gains, and they forecast that deliveries of their business jets will reach 210 this year.

When asked about the order book, Beaudoin appeared unconcerned. “Look

at the overall backlog. Look at the amount of orders we’ve accumulated through time,” he said. Beaudoin also denied that Flexjet had canceled its order for the Learjet 85, saying the company is in nego-tiations with the fractional operation on

potential replacements.Analysts quickly dis-

missed the idea that the pause was market driven. Richard Aboulafia, vice president of analysis at the Teal Group, called the 85 “another CSeries casualty.” Referring to the delays and costs overruns associated with the CSeries, Aboulafia added, “What a carniv-orous program that has turned out to be.”

He later characterized Bombardier’s assertion to be “as egregious as I’ve seen in this business. For an industry whose health depends on customer con-fidence, calling the market ‘weak’ is just bad corporate citizenship. Healthy compa-nies don’t kill programs that are this far along in devel-opment. Ergo, BBD is not a

healthy company.”The Aerospace group, not unex-

pectedly given the Learjet 85 program charge, lost $1.3 billion for the fourth quarter and $995 million for the year. Aerospace margins were at 1.6 percent. In all, the Aerospace group laid off 3,700 workers last year.

The Way Forward“Cash burn continues to be a con-

cern,” warned Sterne Agee analyst Peter Arment, given the needs of the CSeries and Global development costs. “With working capital and capital expenditure requirements in the first half of 2015 exceeding $1.5 billion, liquidity could become an issue by mid-year.”

After Bombardier announced the Learjet 85 “pause,” J.P.Morgan pre-dicted the company would seek to raise between $1.5 billion and $2 billion, not-ing it had $2.4 billion in cash on its balance

sheet at the end of the year, an “inade-quate” amount given the company’s aver-age cash burn during the first nine months of the year over the past four years.

The company is planning a special shareholders meeting to increase the number of shares to “realize the capital raising plan.” While it moves to expand its loans and equity, it is also looking at consolidation possibilities. Beaudoin was not specific as to whether this meant selling or buying.

“It’s not that there is a business seg-ment meant for sale,” he said. “It’s more there is key opportunity today and we think we should participate if the condi-tions are right.”

When Bombardier first warned of a potentially cloudy future for the Learjet 85, analysts questioned whether that foretold a cloudy future for Learjet in its entirety or whether the unit might be for sale. But when asked directly whether Learjet is up for sale, Beaudoin said no.

Bombardier is pushing forward with the CSeries, and the flight-test program is closing in on 1,000 hours. Bombar-dier says it anticipates certification of the first of the CSeries, the CS100, later this year with the CS300 following six months later. The company, meanwhile, began Global 7000 assembly late last year. Bombardier has long given 2016 and 2017 as the respective entry-into-ser-vice dates for the Global 7000 and 8000.

The company reported that “devel-opment is progressing as planned, with the majority of the production draw-ings already released” and said suppliers have begun to assemble components for the remaining flight-test aircraft. But the company is not revealing much more than that, with no announced first-flight target.

Aboulafia warns that the 7000/8000 schedule “generously gives Gulfstream five years alone in the market” with its G650, allowing the Savannah, Ga. com-petitor to grab the top spot in the busi-ness aircraft market. He went as far as to predict that because of this, coupled with the “Lear 85 disaster, BBD likely will never reclaim its number-one busi-ness aircraft market position.” As for the CSeries, Aboulafia suggests that collabo-ration with China might be a solution. o


Bombardier financialsuContinued from page 1

IBAC ANNOUNCES FIRST CERTIFIED BIZAV HANDLER

New Delhi-based SRC Aviation is the first aviation service provider certified under new International Standard for Business Aviation Handling (IS-BAH), the International Business Aviation Council (IBAC) announced February 17 at the first BizAv India Conference, held in Bangalore. Launched last year, the voluntary code of best practices for FBOs and business aviation handling agents mirrors IBAC’s International Standard for Business Aviation Opera-tors (IS-BAO) in the incorporation of a safety management system.

“IBAC is particularly pleased to announce this first IS-BAH registration at the first BizAv India Conference hosted by the Business Aviation Operators Association of India,” noted IBAC director general Kurt Edwards. “We are delighted that SRC Aviation has adopted the IS-BAH code of best practice. It has made a clear commitment to employing industry best practices and demonstrating its leadership in safety management and risk mitigation.”

According to IS-BAH program director Terry Yeomans, there are currently 26 certified independent IS-BAH auditors worldwide, and more than 100 companies have thus far taken the program workshop. He noted the standard is a living document created by the industry, and he expects feedback from participants to shape its evolution.

The IS-BAH supersedes the National Air Transportation Association’s Safety 1st Ground Audit. –C.E.

Bombardier had completed more than 70 test flights when it ‘paused’ the Learjet 85 program in January.

Alain Bellemare, above, steps into the CEO role at Bombardier, while Pierre Beaudoin, below, moves into the chairman’s role.

THE SMARTER CHOICE FOR IN-FLIGHT INTERNET

THE BEST IN-FLIGHT INTERNET SERVICE for business and VIP aircraft, Yonder®,is about to get even better. In addition to standard internet tasks, soon your most demanding applications will be available when you fly with our Exede® In The Airservice for general aviation. Conduct multi-site video conferences, stream music,watch HD IPTV & videos, and more.

Stay productive and entertained with the smarter choice for in-flight internet.

TO EMAIL US, SCAN THIS QR CODE OR SEND TO [email protected]

ALSO VISIT US AT www.viasat.com/general-aviation

»

»

Support provider expands in Africaby Charles Alcock

Trip support group African Open Sky (AOS) opened offices in Djibouti and Burundi last month, taking its network on the continent to more than 50 locations. The move follows the

opening of offices in São Tomé and Niger in November.

According to AOS, the vol-ume of business aviation flights it is assisting in Africa outstripped the overall growth rate for this

sector last year throughout Africa, with a 40- to 45-percent increase in traffic between 2013 and 2014 compared with an over-all average of around 30 percent.

AOS founder and CEO Max

Cisse told AIN that his company stands apart from trip support groups based outside Africa by having more directly owned offices across the continent. In addition to its headquarters in Abidjan, AOS has 22 other offices and more than 30 local representatives.

Benefits of Local SupportCisse also claimed that,

unlike his competitors, AOS fields offices that are estab-lished as locally registered busi-nesses and are approved by national civil aviation author-ities to coordinate flight oper-ations. “It is important to have this certification. Local authori-ties [in Africa] generally insist on it because they consider support companies to be the same as the aircraft operators themselves [in terms of legal accountability for flights],” he told AIN.

In AOS’s experience, signifi-cant variations remain between individual African states in the regulations governing business aircraft operations. Since the legal consequences of breaching these regulations can be quite severe, the company believes it is vital for operators to have the expert assistance and support of a legally established local trip-support company.

AOS arranges flight and landing permits and provides flight data and coordinating arrangements for handling, fuel, maintenance, security, hotels and ground transporta-tion. It also handles payments for local charges, allowing its clients to avoid additional costs associated with third-party credit charges.

“Nothing is easier nowa-days in Africa than getting short-notice permits or find-ing an AOS supervisor ready to arrange and pay all requested charges on behalf of a crew, even in countries known to be complicated,” said Cisse. Over the next two years, AOS is com-mitted to working closely with various African aviation author-ities to support efforts to provide more suitable support infra-structure at various airports. o


The headquarters of trip support group African Open Sky is in Abidjan, Ivory Coast.

8 0 0 . 4 4 7 . 6 7 1 1 M O L I N E D E S M O I N E S M I N N E A P O L I S E L L I O T T A V I A T I O N . C O M

PHENOMENAL CUSTOMERS DESERVE PERSONAL TOUCH SERVICE

For nearly eight decades, we’ve thrived on customer feedback from around the world. With full paint, interior, maintenance, avionics and accessories capabilities at our one-stop-shop in Moline, Ill., we’re big enough to handle all of your needs but small enough to give you the personal touch you deserve. From Phenoms, Hawkers, Citations, Beechjets and King Airs to Challengers, Lears and so much more, connect with Elliott Aviation and you’ll land a better experience…

ELLIOTT DID SUCH A GREAT JOB PAINTING OUR KING AIR 350, IT WAS AN EASY DECISION TO TAKE OUR PHENOM 300 THERE TO BE PAINTED. ELLIOTT’S DESIGN TEAM WAS EXCEPTIONAL, HELPING US WITH CUSTOM COLORS AND CREATING THE BEAUTIFUL PAINT SCHEME. CUSTOMER SERVICE DURING THE ENTIRE PROCESS KEPT US WELL INFORMED. OUR PHENOM PAINT JOB IS THE SMOOTHEST I HAVE EVER SEEN, AND OUR PASSENGERS ARE IMPRESSED. THE ELLIOTT EXPERIENCE WAS PHENOMENAL!

“

“

SCOTT MOOREDIRECTOR OF AVIATIONLUCK COMPANIES, RICHMOND, VIRGINIA PHENOM 300 OPERATOR

Experience the international difference.Whether it’s a routine flight or a trip to an unfamiliar

destination, let Rockwell Collins’ ARINCDirectSM International Trip Support take the worry out of your next

trip. Our experienced team and global network ensure every detail of every flight is executed with seamless

perfection. So you can focus on the job at hand – flying safely to your destination.

Learn more at rockwellcollins.com/ thenewARINCDirect

© 2015 Rockwell Collins. All rights reserved.

Two best-in-class companies are now one

rockwellcollins.com


refused NetJets’s request for a refund of the $220 million because this issue had already been decided in a previous case involving EJM. According to Hoover, “the court refused to reconsider the question of whether the NetJets fractional program constitutes taxable transportation.” But because of a 1992 IRS Technical Advice Memorandum (TAM), he added, “the court also held that NetJets did not owe FET on the monthly management fees or the fuel surcharges.” Although the TAM did not explicitly state that NetJets shouldn’t collect FET on monthly management or fuel surcharge fees, during an audit the agency had agreed to that position. According to Hoover, the court asserted that this agree-ment makes that position part of the TAM and that since the IRS had never revoked that TAM it remained applicable.

The IRS could appeal the court’s decision, Hoover noted, if it wants to try to collect the $340 million that it believed should have been assessed as FET against management and fuel surcharge fees, but lacking any appeal Net-Jets will not have to pay.

EJM and IRSThe other part of the case

remains active, because the court denied summary judg-ment requests from both EJM and the U.S. government. “It was a draw for EJM; neither party prevailed,” said Keith Swirsky, president of GKG Law in Wash-ington, D.C. The IRS assessed the FET on fees charged to own-ers of aircraft managed by EJM, but only on aircraft that were also flown on charters by EJM’s Part 135 operation. In other words, the IRS believes in this particular situation that FET should be assessed on manage-ment and other fees paid by own-ers, even when they are flying on their own aircraft, but only for aircraft that are also in EJM’s charter program. Nothing in the judge’s denials addressed pure Part 91 management customers, whose aircraft are managed and not flown on charters. The IRS still wants to assess the FET on fees paid by pure Part 91 owners whose aircraft are managed, even when flying on their own aircraft.

“Possession, command and control is still the central concept,” Swirsky explained. The court believes that the many IRS reve-nue rulings that have been issued

since the 1950s “show that def-erence is due to the ‘possession, command and control test’.” The question is “who performs the services that allow the aircraft to be operational, who provides the crew and if services provided by the management company are different from the services that the charter customer receives,” he said. “The court didn’t say that was an exhaustive list, but those are relevant factors. The court said that the fact that a customer owns the airplane is not dispositive.”

While this court action applies to NetJets and EJM and wasn’t intended to address the issue of whether pure-Part 91 management fees should be sub-ject to the FET, that remains an important issue for business avi-ation. “The problem with this,” Swirsky said, “is it’s a mess. It leaves the traditional manage-ment industry in a continued state of unknown.” If further court decisions solidify the pos-session, command and control test as a means of determin-ing FET applicability as well as other factors, he explained, “it’s going to be a difficult standard to interpret and enforce with some level of consistency on a con-tract-by-contract management company basis. It’s too subjec-tive to enforce with any degree of consistency. As an industry we need clarity with an objective standard that everybody in the industry understands.”

FET Rules Need Clarification“The judge basically punted

the issue,” said NBAA’s O’Brien, “and was not able to decide on the summary judgment. I think this has limited value [as a prece-dent]. This is one’s judge’s view.”

Because the motions for sum-mary judgment were denied, the EJM portion of this case remains active, explained Lon Sobel, an attorney and former law professor at Southwest-ern Law School in Los Ange-les. The parties could appeal or the judge could set a trial date if there is no appeal, he said. The alternative would be for the IRS to compromise and set-tle its dispute with EJM and change the rules for FET appli-cability. This could make sense, he added, because a simple IRS rule change could resolve the FET issue with regard to man-aged aircraft.

“Congress has already taken the extra step of imposing a 14.1-cent fuel surcharge [for fractional operations] in lieu of FET,” Sobel pointed out. “Con-gress has already exempted operations that are much more like charter than the kind of

operations that are currently the subject of controversy. It would be a tiny step [to add Part 91].”

There is also an effort under way by Ohio legislators to resub-mit legislation to Congress, sim-ilar to a bill that was introduced last year. The bill would clarify that the FET is not due on Part 91 management fees or flights and thus would be another way to resolve this issue.

NBAA and the National Air Transportation Associ-ation have been working the Part 91 FET issue for years and met with the Treasury Depart-ment’s Office of Tax Policy and the IRS Office of the Chief Counsel late last year. IRS auditors have audited some management companies based on the IRS’s 2012 Chief Coun-sel Advice memo (CCA) and the IRS can still open an audit and conduct research and inter-views, according to O’Brien. But when it comes to assess-ing actual penalties for unpaid FET, those are or will be placed on hold until the IRS deter-mines whether FET should be assessed for management and other fees.

“Our feeling, and they agreed, is that the IRS doesn’t have clear guidance as to when the tax is due,” he said. “It’s been a very hard issue for many years to figure this out. There are a lot of questions about what the test should be and a lack of understanding in the gov-ernment of how management works. If you look at the Chief Counsel Advice and the IRS audit technique guide, they’re trying to put out guidance that’s clear, but it’s an area they’re not familiar with. It’s a challenge to help them understand.”

“The court left open the entire issue on Part 91 managed arrangements,” said Glenn Hedi-ger, a certified public accountant at Aviation Financial Consult-ing, Fairfax, Va. “The IRS is still auditing pure Part 91 clients, pursuant to the CCA in 2012. Those audits are continuing and are still subject to final action by the IRS and work being done by NBAA to come to some sort of agreement. I think the next thing is to see what NetJets and the government decide to do with the decision.”

NBAA does recommend that companies dealing with the FET issue consult experts such as aviation tax attorneys and accountants. o

NetJets scores win in IRS lawsuituContinued from page 6

NEXTANT MIGHT ANNOUNCE

THIRD AIRFRAME AT NBAA 2015

A senior Nextant Aerospace executive told AIN in late January that the company likely will launch a third aircraft remanufacturing program later this year, possibly at the annual NBAA Convention in November. Company vice president Jay Heublein provided few details other than to hint that the target aircraft would likely be larger than the company’s $5.15 million 400XTi, a remanufactured Beechjet 400A/Hawker 400XP.

Heublein would say only that the company has feasibility studies under way on “four or five” aircraft and is “narrowing the process and getting closer” to making a decision. He did say that larger business jets provide better margins than light jets and therefore make it easier to recapture non-recurring engineering costs over the sale of fewer aircraft. The critical mass for a heavy jet program would be a model with at least 250 to 300 aircraft already in service to justify the program investment required, Heublein noted.

He said the company considers the 400XTi and the company’s G90XT, based on the King Air C90, “entry-level products” and that it will continue to focus on cabin-class business aircraft. –M.H.

UK authorities sign off on expansion at LCYby Ian Sheppard

London City Airport has received local planning approval to proceed with developments that will allow it to handle larger aircraft and to raise activity to 111,000 flights a year from 70,000 (there is now a cap of 120,000 in place). The decision comes against the backdrop of calls for more airport capacity in the London area, currently sub-ject to a wide-ranging inquiry examining whether Heathrow, Gatwick or both should be per-mitted to build new runways.

The airport said in a state-ment that the development will “create additional short-haul aviation capacity for the UK.” Referring to the larger aircraft the field will handle, it said, “These aircraft will have longer range and will open up markets not currently served from Lon-don City Airport.” Although the 3,934-foot (1,200-meter) runway will not be extended, a larger terminal and gates and more capable firefighting equipment will be among the improvements allowing larger aircraft to operate there.

The airport, which is owned by Global Infrastructure Part-ners, is the closest to Lon-don’s Square Mile business and

finance district and already serves 46 destinations across the UK and Europe, as well as the British Airways flights to New York (via Shannon on the way out, and direct back). Some 65 percent of its users are travel-ing on business (compared with 30 percent for Heathrow and 15 percent for London Gatwick). The airport’s Jet Centre FBO, opened in 2002, will also ben-efit from improved availability of slots for business aviation traffic.

Declan Collier, the airport’s CEO, said, “The development of the airport will culminate in 2023 when, having constructed seven new aircraft stands [for 25 in total], a parallel taxiway and terminal extensions to the west and to the east, the airport will be welcoming six million passen-gers a year [up from the current 3.65 million].” One of the condi-tions placed on the development is to limit passenger numbers to six million.

The terminal will eventually be three times its current size, and a new six-story hotel with 260 rooms is also planned on the site. The works are subject to rub-ber-stamping by London mayor Boris Johnson by year-end. o

LEM

BIT

OP

IK

THE NEW NAVITIMER 46 mm

A N I C O N J U S T G O T L A R G E R

CA106124_Navitimer46mm_275x352_AIN.indd 1 07.07.14 08:13

Flight booking site Charterscanner expands in U.S.by Charles Alcock

Direct charter-booking site Charterscanner is expand-ing into the U.S. market, hav-ing so far developed a database of approximately 120 operators in Europe and the Middle East

with a combined fleet of more than 550 aircraft. The Dubai-based company has now opened a representative office in Atlanta and says it will launch fully in the U.S. once it has around

1,000 aircraft registered.Charterscanner allows con-

sumers to book their own pri-vate charters free of charge, excluding brokers from using the service. For now, most operators

are registering aircraft at the site at no cost but once they achieve a certain threshold of bookings they will pay €550 ($623) to list each aircraft for a month.

According to Charterscanner

CEO Vladislav Zenov, custom-ers in Russia will be able to reduce flight costs by as much as 50 percent by avoiding mark-ups added by multiple brokers involved in each transaction in that market.

Since its launch in 2014, Charterscanner claims to have been used to book more than 140 flights with a combined value of around €4 million ($4.5 million). Currently only around half a dozen of the operators registered so far are paying the monthly fees, but Zenov said more will be paying once they are routinely getting “around two to four flights per month” from the portal.

Customers and Operators Vetted

Customers are carefully screened to ensure that they are genuine end-user consum-ers, rather than charter brokers. In the U.S., Charterscanner will be available by invitation only, because, as Zenov explained, it is harder for the company to check the backgrounds of clients in this market. He claims that more than 1,000 customers are now using the system in Europe and the Middle East. The company also has offices in Moscow and Vienna, and is planning to open another in the UK.

According to Zenov, Charter-scanner meets face-to-face with all operators wanting to list air-craft on the site and accepts only aircraft operated under a com-mercial air operator certificate. The company insists on seeing evidence that aircraft are cor-rectly maintained and insured.

Zenov told AIN that fall-ing fuel prices have done little to reduce charter flight-hour rates and he doubts prices will come down in a market that is still largely driven by late bookings. However, he does believe that consumers are becoming more price conscious and less willing to accept the inflated cost of flights booked through a broker. o


Charterscanner CEO Vladislav Zenov

NasJet eyes strong Saudi growthby Peter Shaw-Smith

Saudi Arabia’s NasJet is one of the Middle East’s largest pri-vate aviation service providers and is bullish about growth over the next five years in the king-dom’s aviation services.

The company offers aircraft management, flight support, charter and fractional owner-ship as well as aircraft acquisi-tions advice and a completions consultancy. CEO Saad Alaz-wari told AIN at MEBA 2014 that NasJet has 67 aircraft under management, and “probably 30 to 35 percent” of them are avail-able for charter.

“More than half [our own-ers] keep the aircraft for their own use. The rest are charter-ing [their aircraft out],” he said. “We have BBJs, we have Airbus, Gulfstream, Legacies, Hawk-ers, so we have quite a wide range of aircraft under our management.”

As part of its business model, NasJet also owns aircraft. “We have five fully owned aircraft and we own fractional shares of a number of other aircraft.”

Alazwari was noncommittal on possible future NasJet air-craft orders. “We are looking into probably in the near future some kind of confirmation of our future position and this may entail [new] aircraft of our own. We don’t know how the situa-tion will be when we decide to buy aircraft.”

Fractional has a role to play for the company, he said, even if it is not as popular as it is in the U.S. or, to a lesser extent, Europe. “As it is now, I don’t think fractional ownership is the perfect model [for Saudi Ara-bia]. [But] we have some inter-est. It is not as popular as other models in our portfolio.”

Infrastructure Investment Needed

He sees room for improve-ment in some of the ground facilities serving Saudi private aviation. “I think the existing sit-uation is serving the need, but

there is big room for improve-ment in services around private aviation, whether FBO or facil-ities. Many services could be improved in the Kingdom’s air-ports to keep up with the growth

in the market for business avia-tion and the demands of clients.”

However, Alazwari said that development of airport facili-ties on the commercial aviation side augurs well for the future of

business aviation. “I think [the Saudi General Authority of] Civil Aviation is evaluating the long-term strategy for [Riyadh] Airport. They have executed some of those plans. Evidence is the new terminal there and the changes happening at the airport. Jeddah Airport is also part of the plan. Other airports in the kingdom are undergoing

drastic improvement. Progress is moving and things will become better in the near future.

“Jeddah is a brand-new air-port. There have been improve-ments in Taif, Riyadh and Medina airports. Every major airport in Saudi Arabia has some kind of setup for private and business aviation. Royal [facilities are] open to private [aviation].” o


NasJet CEO Saad Alazwari

AutoPower

®

Automatic Throttle SystemFor the Nextant 400XTi

White Plains, New Yorkwww.safefl ight.com

2015 Nextant AIN Jr.indd 1 2/19/15 3:33 PM


time since 2008 but did not even reach the 1-percent growth mark. Not only was 2014 the first year for significant growth but it marked a turnaround for the divide in the business jet market.

In past years, improvements in the large-cabin business jet class were unable to offset the prolonged declines in the midsize and small aircraft seg-ments. Last year, improvements cut across all classes.

Bombardier delivered 34 Learjets in 2014, compared with 29 a year ear-lier. Cessna Citation deliveries were up 12 percent, to 159. Industry ana-lysts and company leaders, however, will say new product is continuing to drive this growth. Of the Learjets delivered, 33 involved Bombardier’s refreshed 70/75 series in 2014. A year earlier the 70/75 series accounted for 18 of the deliveries. Cessna delivered 46 of its new M2s, compared with eight Mustangs.

Embraer, which entered the down-turn with one of the newest product lines, has been one the few light-air-craft manufacturers to enjoy growth in recent years. It maintained that growth in 2014, delivering two more Phenom light jets than it delivered in 2013.

But the smallest jets still strug-gled. Cessna delivered 12 fewer Mus-tangs last year than it did in 2013, and deliveries of Embraer’s smaller Phenom, the 100, fell to 19 last year from 30 in 2013. Eclipse, which re-entered the market in March with the 550, faced sluggish sales, reining in original shipment plans. The com-pany, forced to lay off workers last summer, had delivered 10 aircraft by August. Eclipse ended the year with 12 deliveries.

As for midsize and super-midsize aircraft, Embraer entered the mid-size market with the first three Leg-acy 500s delivered, and Gulfstream’s G280 provided a bounce in that com-pany’s “mid-cabin” category with 33 deliveries, up from 23 in 2013.

However, others feel the effects of a changing product line. Das-sault, planning to add new Falcons to its product line in 2016 and 2017, reported an 11-aircraft drop in its deliveries last year, to 66. At the same time, the manufacturer reported orders were up 11 percent. This pat-tern held true for derivative models as well, Hennig noted. “There were a couple of timing issues with models in transition,” he said.

The largest classes remain stable. Bombardier’s Challenger and Global deliveries reached 170 last year, com-pared with 151 in 2013, while Gulf-stream notched 117 G450s, G550s and G650s, close to the 121 deliv-ered in 2013. Like Dassault, however, Gulfstream recorded rising orders, exceeding all other prior years. The strength of the large cabins played into the near-record billings for 2014.

While business jet shipments im-proved, turboprop deliveries de-clined by as much, at least from a percentage rate. Turboprop deliver-ies in 2014 fell 6.5 percent, to 603. Bunce pointed to a number of fac-tors playing into this, including the fact that Avanti builder Piaggio con-tinues to struggle with available in-ventory in the aftermath of the col-lapse of Avantair. Piaggio delivered just two new aircraft in the year, the same as in 2013.

Other manufacturers, particularly in the agriculture market, reported particularly strong years in 2013, making a repeat in 2014 difficult, Bunce added.

But a number of turboprop man-ufacturers reported growth, includ-ing Quest Aircraft, which delivered a record 30 Kodiaks. Pilatus also had a strong year with 76 deliveries, 66 of them PC-12s.

While fixed-wing deliveries showed rebound, rotorcraft deliveries plum-meted by 24.7 percent. The drops affected both piston helicopters (down 31.3 percent) and turbine helicop-ters (down 22.4 percent). As expected, rotorcraft billings fell too, but not as precipitously. Billings dropped 7.5 per-cent, to $4.9 billion in 2014. (Rotorcraft data does not include AgustaWest-land, which is reporting in March.)

Headwinds RemainLike turboprops, rotorcraft deliv-

eries made a strong showing in 2013, Bunce pointed out. But he cites other factors playing into the slowing in 2014, including the uncertainty of the oil market and the fact that a number of new models are still in the offing.

“The mixed results among segments indicate that the general aviation man-ufacturing industry is facing headwinds given the tepid U.S. economic recovery and the political and economic uncer-tainties in Europe,” said Bunce. He added that the results underscore the importance of ensuring key obstacles to the industry, such as inconsistent regulatory interpretations and a cum-bersome certification process (see arti-cle on page 8), are addressed.

Bunce also expressed concerns about the continued opposition by some lawmakers to extending the Export-Import Bank reauthorization. The current Ex-Im reauthorization expires at the end of June. Joe Brown, president of Hartzell Propeller and GAMA chairman, noted many U.S. general aviation manufacturers bene-fit directly from Ex-Im.

U.S. exports in 2014 totaled 696 units, 42.7 percent of the aircraft shipped by the GAMA manufactur-ers. The exports were valued at $5.4 billion. The bank’s financial back-ing of industry shipments had grown from less than $100 million per year a decade ago to $1.9 billion last year.

Bunce noted the issue is so impor-tant to GAMA members that Ex-Im Bank chairman and president Fred

Hochberg was scheduled to speak to the association’s board on February 11. The issue is also a key topic of dis-cussion during GAMA members’ vis-its to Capitol Hill, he said. “It should be a no-brainer,” he said of the Ex-Im Bank reauthorization. “All we are asking for is the ability to compete on a level playing field.”

“The uncertainty is bad for general aviation,” added Brown.

Bunce could not predict the future of the market–“my crystal ball is as cloudy as anyone’s”–but he did note the industry is “seeing good indicators.” Asking prices of young pre-owned aircraft and avail-able inventory have stabilized and the North American market has improved, he noted. At the same time, the results of the fourth quar-ter were not as robust as originally hoped and the unrest in Russia con-tinues to create uncertainty. All this is keeping the industry cautious about the future, he said.

“We have yet to see our five-year forecast materialize on a year-by-year basis,” said Brown. But the fleet is poised for growth after years of smaller build rates, Brown believes, adding that while the industry can be optimistic, “we will need to be twice as patient as we expect to be.” o

MOST BIZAV OEMs SKIP AERO INDIA 2015

Business aircraft manufacturers were noticeable by their absence from last month’s Aero India show in Bangalore. Dassault was the excep-tion, exhibiting its Falcon 7X and Falcon 2000LXS, but Gulfstream and Bombardier were no-shows for the biennial event this year. Textron showed only a special-missions King Air 350 and Embraer displayed an ERJ 145 equipped for military surveil-lance roles. Russia’s Sukhoi was present, and it showed a Superjet 100 configured for private operations.

India has long been seen as one of business aviation’s great new market opportunities. Although the companies absent from Aero India this year did not explain their deci-sion not to exhibit, some industry leaders have privately expressed frustration at what they see as the Indian government’s procrastination with addressing obstacles to growth, such as burdensome or non-existent regulations, lack of infrastructure and high taxes. However, at the BizA-vIndia conference held in Bangalore on the eve of the show, Indian civil aviation ministry joint secretary G. Asok Kumar told the country’s Business Aviation Operators Asso-ciation that the country’s new government intends this month to publish fresh policy in response to industry demands. –C.A.

Turbine Business Airplanes–WorldwideDeliveries 2014 versus 2013

Pressurized airplanes only

Mfr./Model 2014 2013 % Chg. 4Q2014

AirbusACJ318* 0 1 0ACJ319* 1 4 0ACJ 320 Prestige* 4 0 2ACJ321* 0 1 0ACJ330* 0 0 0Total 5 6 -16.7% 2Boeing*BBJ 3 5 1BBJ2 2 1 1BBJ3 0 0 0B787-8 4 1 1B777-200LR* 1 0 1Total 10 7 +42.9% 4BombardierLearjet 40XR/45XR 0 1 0Learjet 70/75 1 10 0Learjet 60XR 33 18 18Challenger 300/350 54 55 19Challenger 605 36 32 16Global 5000/6000 80 62 25CL850/870/890 0 2 0Total 204 180 +13.3% 78Daher-SocataTBM 850/900 51 40 +27.5% 18DassaultFalcon 900LX 8 11 3Falcon 2000LX 0 8 0Falcon 2000LXS 18 3 7Falcon 2000S 13 12 5Falcon 7X 27 43 13Total 66 77 -14.3% 28Eclipse†550 12 N/A N/A 2EmbraerPhenom 100 19 30 9Phenom 300 73 60 29Legacy 500 3 0 3Legacy 600/650 18 21 10Lineage 1000 3 4 1Shuttles (ERJs and E-Jets) 0 4 0Total 116 119 -2.5% 52ExtraEA-500 2 1 +100% 1GulfstreamG150/280 33 23 9G450/550/650 117 121 33Total 150 144 +4.2% 42PiaggioAvanti/Avanti II 2 2 0% N/APilatusPC-12 66 65 +1.5% 29PiperMeridian 36 34 +5.9% 14Textron Aviation**: BeechcraftKing Air C90GTx 21 27 7King Air 250 35 36 11King Air 350i/ER 71 72 23Hawker 4000 0 6 0Total 127 141 -9.9% 41

Cessna Mustang 8 20 2 M2 46 12 15 CJ2+ 2 15 0 CJ3 6 15 0 CJ3+ 10 0 9 CJ4 28 33 9 Citation XLS+ 22 31 7 Citation Sovereign+ 28 13 9 Citation X+ 9 0 4 Total 159 139 +14.4% 55 Grand total Jets 722 678 +6.5% 263 Grand total Turboprops 284 277 +2.5% 103 Grand total Jets/Turboprops 1,006 955 +5.3% 366 * Denotes green aircraft deliveries.** Textron acquired Beechcraft in March 2014. † Eclipse Aerospace began deliveries in 2014. + Piaggio did not specify delivery dates.

GAMA deliveriesuContinued from page 4

Show to open to less buoyant industry by Ian Sheppard

This year’s Asian Business Avi-ation Conference & Exhibition (ABACE) will be held against a backdrop of a change in senti-ment among Chinese leaders that took hold about a year ago fol-lowing a high-level government scandal, putting excess and greed in the spotlight. So those extol-ling the virtues of business avia-tion will have a harder sell, even though GDP growth in China and in Southeast Asia is still fore-cast to be around 6 percent.

As has been the case since 2012, the event is being run by NBAA in conjunction with the Shanghai Airport Authority, the Asian Business Aviation Associ-ation (AsBAA) and the Shang-hai Exhibition Center. Billed as “Asia’s most important business aviation event,” it will be hosted by Shanghai Hawker Pacific at its Business Aviation Centre FBO from April 14 to 16.

The ABACE organizers expect more than 8,000 visitors from 51 countries to attend the 2015 event. There are 187 exhib-itors booked, a number that will include first-time exhibitors HK Bellawings Jet, Jet Fuel Interna-tional, Prestige Yi Fang Group and SkyView Aircraft Industry (Jiang Su).

The previous versions of the event illustrated how much

business aviation has to offer China and the rest of the Asia-Pacific region, given the small but growing number of aircraft based in China. Visitors will

be interested to know whether the AsBAA has started to make progress in some key pol-icy areas, not least pushing for the flexible use of airspace that

business aviation relies on. The Chinese aviation mindset has for decades been focused on airlines while the military has controlled the airspace, and GA has taken a distant back seat.

All eyes are on China, and many Western companies are making inroads into the coun-try, and the wider region. Almost without exception they

have to link with local partners. Chinese airspace issues are

likely to feature this year follow-ing the limited liberation of lower airspace in December 2013.

AIN will be publishing ABACE Convention News dur-ing the show. In these issues, approximately half the stories will be accompanied by Chinese translation. o


ABACE PREVIEW

Confirmed for Static DisplayMore than 40 aircraft are expect-ed to be on static display, the fol-lowing companies having confirmed their participation.

Airbus

Avic International Aero Development

Bell Helicopter

Bloomer DeVere Group Avia

BBJ

Bombardier Aerospace

Dassault Falcon

Deer Jet

Embraer Executive Jets

Gulfstream

Hanhwa Business Jet Airlines

Jet Develop

Piaggio Aero Industries

Pilatus Aircraft (China)

Quest Aircraft/SkyView

Shanghai General Dynamic Aero Tech

Shanghai X-Square Aviation

Sino-US Intercontinental Helicopter Investment

Softex Aero

Textron Aviation

VistaJet International


BUSINESS & UTILITY TURBOPROPS

Aviation Alliance – Excalibur 421(7/14 p. 6)

Re-engining Cessna 421 with P&WC PT6A-135As plus aerodynamic and other improvements. Price $2.6 million. Cert. timeline pending.

Diamond - DA50-JP7(- -)

Two versions: Tundra for unpaved runways, takeoff distance 650 feet; and training/private owner model, high-speed cruise 230 knots. Seven seats. Powered by 465-shp Motor Sich AI450S. First flight 1/19/15. Cert. est. second half 2016.

Epic Aircraft – E1000 (3/14 p. 38)

Single-engine all-composite turboprop, based on the Epic LT kit-built airplane. P&WC PT6-67 engine, Garmin G1000 avionics, $2.75 million. Cert. est. fourth quarter 2015.

Evektor – EV-55(8/14 p. 44)

Nine- to 14-passenger twin turboprop. CMC SmartDeck avionics. First flight 6/24/11. Program has received new Malaysian funding. Cert. est. 2017.

Mahindra – Airvan 10 (11/13 p. 37)

10-seat single-engine turboprop, powered by RR250. First flight 5/1/12. Cert. 2015, first in Australia, followed by FAA.

Mahindra – Airvan 18(11/13 p. 38)

Resurrection of the Australian twin-turboprop Nomad program. Entry into service in 2015.

Kestrel Aircraft – Kestrel K-350(11/13 p. 37)

Six- to eight-seat composite single, powered by Honey-well TPE331-14GR. Garmin G3000 avionics. Earliest delivery est. 2016. Program led by Alan Klapmeier.

Mallard Aircraft – Turbine Mallard(6/14 p. 52)

Twin-turboprop amphibian, conventional all-metal construction, Rockwell Collins avionics, P&WC PT6 engines. Entry into service targeted for second quarter 2015.

Nextant – G90XT (2/14 p. 4)

Remanufactured King Air C90A with new 750-shp GE H75 engines, Garmin G1000 flight deck with single-lever power controls, and remanufactured airframe. First flight 1/13/15. Certification 2Q/15.

Privateer Industries – Privateer(6/14 p. 52)

Single-engine composite amphibian with dual sponsons, GE M601 pusher powerplant. Now under construction in partnership with Comp Air. First flight estimated 2015.

Numbers in parentheses in left column indicate issue and page of previous reference in AIN.

BUSINESS & PERSONAL JETS

Aerion – AS2 (10/14 pg. 1)

Supersonic three-engine business jet; Mach 1.6 max speed; 5,300 nm max range. 9/22/14 alliance with Airbus projects service entry 2Q/22.

Beechcraft – 400XPR(3/14 p. 12)

Hawker 400A/400XP re-engined with Williams FJ44-4A-32, choice of Garmin G5000 or Rockwell Collins Pro Line 21 avionics and new winglets. First delivery pending.

Gulfstream - G500(11/14 p. 1)

Pratt & Whitney Canada PW800 engines, Honeywell-based, touchscreen-control Symmetry flight deck, sidestick fly-by-wire, 5,000 nm at long-range cruise (Mach 0.85). Fuselage sized between G550 and G650. First flight 2015, service entry 2018.

Bombardier – Global 7000(8/14 p. 44)

7,300-nm range, 59.6-ft-long cabin, GE Passport engines, Rockwell Collins Pro Line Fusion-based Global Vision avionics. Service entry 2016.

Bombardier – Global 8000(8/14 p. 44)

7,900-nm range, 50.6-ft-long cabin, GE Passport engines, Rockwell Collins Pro Line Fusion-based Global Vision avionics. Service entry 2017.

Bombardier – Learjet 85(2/15 p. 1)

Mach 0.82 midsize jet, 3,000-nm range, eight-passenger stand-up cabin. All-composite construction. First flight 4/9/14, since then 100-plus hours in more than 60 flights logged. Program “paused” 1/15/15.

Cessna – Citation Latitude(9/14 p. 12)

Midsize, Garmin G5000 avionics, autothrottles, powered by P&WC PW306D. Range: 2,500 nm. $14.995 million. First flight 2/18/14. FAA cert. and service entry 2Q/15.

Cessna – Citation Longitude(10/13 p. 36)

Longer than the Latitude, Snecma Silvercrest engines, Garmin G5000 avionics. First flight est. 2016.

Cirrus – Vision SF50(2/15 p. 42)

All-composite, $1.96 million single-engine jet powered by Williams FJ33-4 turbofan. Cirrus Perspective (Garmin) avionics. First flight 7/3/08. First flight of conforming SF50 3/25/14. Cert. and delivery est. 4Q 2015.

Dassault – Falcon 5X(6/14 p. 52)

Twin-engine fly-by-wire large-cabin jet, powered by Snecma Silvercrest engines, with Honeywell EASy flight deck. First flight est. mid-2015. Cert. est. and service entry first half 2017.

Dassault – Falcon 8X(1/15 p. 1)

Trijet, derivative of 7X with longer fuselage and 6,450-nm range. First flight 2/6/15, cert. mid-2016.

Diamond – D-Jet(4/13 p. 50)

Five-seat, all-composite single-engine jet; first flight 4/18/06; powered by 1,900-pound-thrust Williams FJ33. Program on hold for lack of funding.

Embraer – Legacy 450(4/14 p. 62)

Seven-seat, all-metal fly-by-wire twinjet, Honeywell HTF7500E engines. High-speed cruise Mach 0.82. First flight 12/28/13. Cert. and service entry 2015.

Flaris – LAR 01 (8/14 p. 44)

Composite single-engine jet, engine choice not yet made, five seats, $1.5 million, 1,400 nm range. FAA/EASA cert. est. mid-2016.

Gulfstream - G600(11/14 p. 1)

Same technology and engines (but higher thrust) as G500, 6,200 nm range at Mach 0.85. First flight 2017, service entry 2019.

Bombardier – Challenger 650(11/14 p. 1)

Improved version of the Challenger 600 series, powered by 9,220-pound-thrust GE CF34-3B MTO, with 4,000-nm range and Rockwell Collins Pro Line Fusion flight deck. Delivery begins 2Q/15.

Honda – HondaJet (8/14 p. 44)

Twin GE Honda HF120 engines mounted in overwing configura-tion, composite fuselage, metal wings. Conforming prototype first flight 12/20/10. FAA cert. 1Q/15 followed by service entry.

HyperMach Aerospace – SonicStar (7/11 p. 18)

Mach 3.6, powered by SonicBlue electric-turbine hybrid engines. First flight est. 2021.

Pilatus – PC-24(9/14 p. 6)

All-metal jet powered by a pair of Williams FJ44-4As designed for short and unimproved runways. Features Honeywell Primus Apex avionics. Rollout 8/1/14. EASA and FAA cert. est. 2017.

Spike Aerospace – S-512(5/14 p. 71)

Twin-engine, 12- to 18-passenger, 4,000+-nm range, Mach 1.6 supersonic business jet. Service entry five to seven years from program launch.

Stratos Aircraft – 714(2/11 p. 6)

Composite fuselage, powered by one Williams FJ44-3AP. Four occupants, 1,500-nm range, 410-knot cruise. Wind-tunnel testing completed. Certification timeline not available.

Supersonic Aerospace – QSST (11/13 p. 36)

Proposed low-boom supersonic (Mach 1.8) business jet; unveiled at NBAA 2004; development plans pending.

SyberJet – SJ30i(6/14 p. 13)

Production to resume in 2015 with new SyberVision cockpit, based on Honeywell Epic 2.0 avionics suite.

Numbers in parentheses in left column indicate issue and page of previous reference in AIN.

There has never been a shortage of innovators in aviation, champing at the bit to come up with new aircraft. The urge to fly higher, faster and farther lives on. Here are some of the new designs in development–from those still on computer screens to those deep into their flight-test programs.

by Matt Thurber

Works In the

Cessna ramps up Citation X Elite program, mulls expansion to other Citations

Textron Aviation is ramping up marketing efforts for its refurbished Cessna Citation X Elite and is considering sim-ilar programs for other Citations, according to Cessna Aircraft chair-man emeritus Russell W. Meyer, Jr. In late Janu-ary, Cessna and Citation X Elite exclusive distribu-tor Guardian Jet displayed the third upgraded jet at both Fort Lauderdale and Naples, Fla., over a two-day period. The company is planning related events in Texas and California later this year, he said.

For $6.5 million, buy-ers get a fully refurbished and upgraded pre-owned Citation X with a transferrable five-year ProParts warranty. Meyer called it “the best value in business avi-ation,” noting that Vref differen-tiates the Elite with a $2.5 million bump and that PNC Aviation Finance has pledged to finance these aircraft.

As part of the refurbish-ment, the aircraft are stripped,

repainted and corrosion-proofed, and new wheels, brakes and tires are installed, as is a new hori-zontal trim actuator. The flight deck is upgraded with Honeywell Primus Elite avionics with LCD panels, while the cabin gets a new interior, cabin management sys-tem and Wi-Fi.

At press time, the fourth Elite was scheduled to roll out of the Wichita factory service center,

where a dedicated team refur-bishes the aircraft in about 3.5 months. Meyer, who is oversee-ing the program, hopes eventu-ally to reduce downtime to three months. A fifth aircraft is sched-uled to be completed in May.

According to Meyer, Cessna could expand the program to other Citations. He confirmed that the Excel and Sovereign are on the short list. –C.T.

Bizav growth a long-term goal at SVOby Vladimir Karnozov

Providing ample space and infrastructure for business avi-ation remains a primary target for Sheremetievo, Moscow’s most famous airport.

The administration is com-mitted to business aviation, Andrei Nikulin, deputy general manager of the airport admin-istration, told AIN, but further development will have to wait until the airport’s third runway is complete, either in late 2017 or 2018. “As soon as the run-way goes into operation and the immediate needs of Aeroflot in extra airport capacity are met, we will turn our attention to business aviation again,” he said.

The most recent investment in business aviation at the airport is Terminal A, essentially an FBO and “the most modern busi-ness aviation center in the whole of Russia,” he said. Terminal A became operational in January 2012 and boasts a 32,000-sq-ft (3,000 sq m) terminal with nom-inal annual capacity for 75,000 passengers. The hangar shelters an area of 172,000 sq ft (16,000 sq m) and the apron covers 250,000 sq ft (23,000 sq m).

Competitive EnvironmentUnlike Vnukovo (which serves

many domestic flights and is a preferred destination for business jets), where all business aviation handling is provided by VIP-Port through its Vnukovo-3 “business aviation center,” Sheremetievo (SVO) maintains a competitive environment. Two independent FBOs serve business aviation at the airport: Avia-Group operates Terminal A; and Avcom operates Premier-Avia Group. In addition, a VIP lounge occupies one wing of the passenger Terminal B and there is a separate Lukoil general aviation terminal. Both facilities are available for on-call requests for business jet handling.

Improved ground infra-structure–in the form of a new 12-lane autobahn that opened late last year–will “bring a por-tion of fresh air to the airport and support our profitable growth,” according to Nikulin, as the highway will ease traffic jams for visitors to the airport. Business aviation travelers com-ing to the aforementioned facil-ities by car from the southeast will benefit from a motorway

renovation and widening pro-gram. “Together with the new Moscow-St. Petersburg auto-bahn, this will provide easy road access, especially to Ter-minal A,” said Nikulin. He also

pointed out that a recent easing of the city’s overflight rules for rotorcraft has boosted helicop-ter service from Terminal A to downtown Moscow and nearby residential areas. o


WIK

IPE

DIA

Avia-Group’s Terminal A is one of several FBOs at Sheremetievo that caters to business aviation travelers.

Diamond Difference #623

A very heartfelt thank you for your excellent service in handling our Falcon 900EX Reg. GGALX with VIP passenger Mr. Richard Branson. I have just had a call from the Captain saying that your service was first class and we’re certainly impressed at your speedy efficiency.

Mr. Mike PalmerEXECUTIVE JET CHARTER (EGLF) GGALX

'Fast & First-Class Service’

Royal Jet • Abu Dhabi, UAE • OMAA

Lehigh Valley Aviation Services • Allentown, PA • KABE

Hill Aircraft & Leasing Corp. • Atlanta, GA • KFTY

Jet Aviation • Bedford, MA • KBED

Jackson Jet Center • Boise, ID • KBOI

Jet Aviation • Cahokia, IL • KCPS

Pazos FBO Services • Carolina, Puerto Rico • TJSJ

Magellan Aviation • Carlsbad, CA • KCRQ

Business Aviation Centre Cologne (BACC)

Cologne, Germany • EDDK

Concord Regional Airport • Concord, NC • KJQF

Jet Aviation • Dallas, TX • KDAL

Jet Aviation • Dubai, UAE • OMDB

Jet Aviation • Düsseldorf, Germany • EDDL

Jetscape Services • Fort Lauderdale, FL • KFLL

Alliance Aviation Services • Fort Worth, TX • KAFW

Jet Aviation • Geneva, Switzerland • LSGG

Jet Aviation • Houston, TX • KHOU

Vee Neal Aviation, Inc. • Latrobe, PA • KLBE

Harrods Aviation • London Luton, UK • EGGW

Harrods Aviation • London Stansted, UK • EGSS

AirFlite • Long Beach, CA • KLGB

Swift Aviation • Phoenix, AZ • KPHX

Northeast Air, Inc. • Portland, ME • KPWM

Golden Isles Aviation • St. Simons Island, GA • KSSI

St. Thomas Jet Center • St. Thomas, USVI • TIST

Quintessentially Aviation • Shannon, Ireland • EINN

Jet Aviation • Teterboro, NJ • KTEB

Granite Air Center • West Lebanon, NH • KLEB

Jet Aviation • West Palm Beach, FL • KPBI

Jet Aviation • Zurich, Switzerland • LSZH

Air Elite Diamond Service Locations:

The Difference Is The Difference

AirEliteNetwork.com

FBO Aerocardal Limitada • Santiago, Chile • SCEL

Orion Jet Center • Opa-locka, FL • KOPF

Harbour Air Services • Traverse City, MI • KTVC

Denver jetCenter • Denver, CO • KAPA

FBO AerocardalSantiago, ChileSCEL

Loyalty Has Its Rewards Ask About Diamond Dividends

YU Lounge • St. Kitts & Nevis • TKPK

Jet Centre Curacao • Curacao • TNCC

Proudly Partnered With

Ecuacentair • Quito, Ecuador • SEQM

Diamond Dividends


Phoenix FBOs score big during Super Bowl XLIX by Dale Smith

Business and general aviation passen-gers coming to Super Bowl XLIX in The Valley of the Sun faced more weather issues than at last year’s game in New York, but the area FBOs handled the traf-fic spike and the unusual weather condi-tions–in this case fog–with few problems,

thanks to long-range planning. Phoenix-area airports (those within 30

nm of the stadium) report handling some 1,060 different aircraft from Saturday through Monday, accounting for 1,972 operations in the three-day period, accord-ing to data provided by FlightAware.

In the days leading up to the game “we were pretty worried about getting our customers in,” one FBO representa-tive told AIN. The biggest challenge was the fog on Sunday morning, reported Carl Brandenburg, operations manager for Glendale Air Services (GEU). “You could not get into here or Goodyear [GYR] until noon on Sunday.”

“We received a few diversions here early Sunday afternoon that could not get into Goodyear, but [the fog] still cost us 20 or so arrivals,” he said. “We ended up with 75 or so airplanes on the ground at game time.”

Weather-related diversions were a common theme.

“While the storm that hit the East Coast didn’t affect our departures Sun-day and Monday, it did impact us on the inbounds. We think we had a 10- to 15-percent loss of activity because of that,” explained James Schulte, general manager of Atlantic (DVT). Nonethe-less, he reported that approximately 170 aircraft passed through the facility and “probably 100 or so were static here on the field during the game.”

Cutter Aviation at Sky Harbor (SKY) reported that arrivals were 15 percent short of expectations because of weather. “We had a lot of ground delays for inbound traffic,” said Richard Campbell, Jr., regional manager of Cutter Aviation (SKY and DVT).

Campbell said Cutter handled 118 at Sky Harbor and another 86 at Deer Val-ley. “I think there were another 20 or so reservations that did not show,” he said.

The Signature Scottsdale (SDL) facil-ity had a “fantastic” Super Bowl week-end even with diversions spread over two days, reported general manager Greg Gibson. “Thursday through Monday we had more than 100 aircraft on the ground here at peak time. The rain and low vis-ibility on Thursday and Friday slowed things down for the Phoenix Open [golf tournament],” he said. “But the fog at Sky Harbor on Sunday actually sent a few diversions over to us.”

Timothy Berger, managing partner at Lux Air Jet Center at GYR, said that the fog on Sunday halted the FBO’s morn-ing arrivals. “We do not have an ILS approach and our first arrivals didn’t get in until 12:30,” he said. “We lost 25 or 30 arrivals that morning. Prior to that we had 270 reservations and a lot of aircraft coming in from the east could not land here. We ended up with 135 aircraft on the ground through the weekend.” o

Cutter Aviation at Sky Harbor had nearly 120 aircraft on the ramp during the big game.

BA

RR

Y A

MB

RO

SE

ONLINE NOW FBO Survey–AmericasAIN looks at the trends that are shaping the FBO industry in the Western Hemisphere, and readers rate the facilities they have visited.

G500/600 programWith its newest aircraft Gulfstream brings active sidestick control and touchscreen avionics to the cockpit.

Heli-Expo reportOn the heels of a disappointing year for deliveries, the rotorcraft industry gathered last month to look ahead.

TSA topicsWe examine where projects of inter-est to business aviation stand at this massive agency, which did not even exist before the era-shaping events of 9/11 fourteen years ago.

YOUR SOURCE FOR AVIATION NEWS

u AIN Air Transport Perspective News shaping the airline industry.

u AIN Defense Perspective The latest military aviation developments.

u BJTonline News and features tailored for the business aircraft owner.

u Bizav Blogs News with attitude.

u Calendar The when and where of upcoming aviation forums,

conferences, airshows and conventions.

u Search the news Quickly find archived AIN and AINalerts articles.

u Subscribe to AIN A fast and easy way to renew or start your subscription.

u Get Social with AIN

Beloved but outdated aircraft are getting a new lease on life, as remanufacturers outfit them with new engines, avionics and interior furnishings.

Alain Bellemare will face plenty of challenges now that he has stepped into the role of president at Bombardier. The cash-strapped company is striving to regain liquidity and bring its newest products to fruition.

Companies on both sides of the Atlantic are looking to Surf Air as a model for their own membership services. Take Air has high hopes for Europe, while Beacon will serve the U.S. Northeast.

REMANUFACTURED AIRCRAFT

SHAKEUP AT BOMBARDIER

ALL-YOU-CAN-FLY AIRLINES

Next

Month

FREE e-newsletter for business aviation delivered Monday through Thursday.

Sign up now @ www.ainonline.com/subcribe

20th Annual NJ State Aviation Conference

Register now, seating is limited! www.NJAviation.com

“Back to the Future”

Keynote Speaker: Terry HartLehigh Professor and former NASA Astronaut

“Inspiring Aviation: Yesterday, Today and Tomorrow”Luncheon Speaker:David W. JonesP.E.,C.M.Delta Airport Consultants

May 22015 Saturday - Airport Day

MorristownMunicipalAirport

May 12015 Friday - Symposium

Princeton University’s Frist Campus Center


Surf Air-style service set for Northeast U.S.Wade Eyerly, co-founder and for-

mer CEO of Surf Air, the intra-Cali-fornia all-you-can-fly members’ airline, last month introduced Beacon, a sim-ilar service for the Northeast set to launch this summer. Service will begin with scheduled flights on a mixed fleet of PC-12s and King Air 350s between New York and Boston, and the com-pany will then add the Hamptons and Nantucket on weekends.

Like Surf Air, the company will charge a monthly fee (starting at $2,000) to provide members (500 initially) unlim-ited access to flights. But unlike Surf Air, which owns and operates its PC-12 fleet, Boston-based Beacon will partner with Part 135 operators with FAA interstate commuter authorization, enabling the company to offer a Surf Air-style cus-tomer experience without the operational headaches.

“We spent a lot of time [at Surf Air] chasing new aircraft” to put into service, said Eyerly, Beacon’s CEO. The key to Beacon’s initial success will rest on hav-ing an ample number of flights between the launch cities, Eyerly believes. “We learned how important frequency is, so if you’re going to miss a flight, you know you can still get to the meeting. Instead of three or four cities, we’re just doing

New York and Boston, and we’ll be able to give that level of service.” The com-pany has sent requests for proposals (RFPs) to a number of Part 135 opera-tors but “hasn’t narrowed down” the list of potential partners yet.

Also aboard the start up are Surf Air co-founders Cory Cozzens and Reed Farn-sworth. “We didn’t intend to do another

airline,” Eyerly said, but the trio decided to follow the credo “Innovators take the credit, but imitators make the money.” More such ventures might be on the way. “A lot of folks say, ‘Help me build a similar business here,’” Eyerly observed. “We’d like to do that, whether reciprocal arrangements or expanding the brand into other loca-tions. There are significant opportunities

inside and outside the U.S., and the business model is more flexible than if you’re buying airplanes. Nobody knows the subscription aviation model better than we do.”

Eyerly said he and his team do not have a non-compete agreement with Surf Air and noted they are still shareholders and “wish nothing but the best for Surf Air.” Boston-based Romulus Capital led the first round of fundraising for Bea-con. Eyerly declined to disclose the new service’s capitalization. –J.W.

EUROPEAN COMPANY EMBRACES ALL-YOU-CAN-FLY AIRLINE MODEL

On March 30 a new membership airline plans to take to the skies in Europe hoping to emulate the success of Surf Air in the U.S. Take Air will begin operations with a single King Air 200 operated by Brussels-based Abelag under Abelag’s AOC, and is selling membership for €650 a month. For that fee, members can fly any time on Take Air’s scheduled flights, start-ing with Antwerp (its base) to Zurich at 7 a.m., for the first of two rotations a day.

Founder and CEO Matthieu Dardenne told AIN that Take Air is “the newest aviation company in Europe and the first new one in Belgium since 2003. It’s a whole new concept [for Europe,] too, an all-you-can-fly member-ship airline.” Asked whether it is similar to Surf Air in the U.S., he said “absolutely.”

Abelag is the launch operator, starting the service with a King Air 200, but Dardenne

said the company hopes to transition to a King Air 350 “quickly.” He said that Take Air expects to reach 100 members by the time it launches at the end of March and then will take expressions of interest from others. “We have 30 members now but a company can take several, so some have membership for three, four and five. We’ll raise the 100 cap as membership grows.” Dardenne is starting Take Air with business partner Carl Legein, who runs a broker called The Aviation Factory, which has an online anywhere-to-anywhere route selector (meaning any main or GA airport pair in the world).

Asked about London flights, as featured on Take Air’s website, Dardenne said, “We want to do London and we are negotiating with some airports, but every London airport has its restrictions.” –I.S.

Take Air founders Matthieu Dardenne (left) and Carl Legein see a robust market for a membership airline in Europe.

AMAC Aerospace Switzerland AG Henric Petri -Strasse 354051 Basel, Switzerland

Telephone +41 58 310 31 31 [email protected]

Corporate and private aircraft maintenance, refurbishment and completion services, aircraft management and charter operations.

Swiss Excellence in Business Aviation

ad_amac_mar_2015_254x165.indd 1 19.02.15 14:58

L-3 Lynx line-up offers ADS-B options for Part 23 by Matt Thurber

When L-3 Aviation Products announced its Lynx MultiLink Sur-veillance System ADS-B transceiv-ers at last year’s EAA AirVenture show, it provided few details beyond the system’s incorporating a rule-compliant GPS sensor in a single box. This makes the installation simpler and eliminates the need to wire a separate GPS source to the Lynx unit. For aircraft that don’t already have a rule-compliant GPS, Lynx saves having to purchase and install a new GPS sensor as part of an ADS-B out installation.

Now L-3 has revealed its full slate of Lynx ADS-B out avion-ics for Part 23 airplanes and smaller helicopters, and these include not only Lynx remote-mounted single-solution boxes but also the new all-inclusive NGT-9000 ADS-B out/in transceiver with built-in touchscreen display. A remote version, the NGT-9000R, is available without the touchscreen display. Lynx systems will be certified under an approved model list STC covering various air-plane types. L-3 has already submit-ted for TSO authorization for the NGT-9000.

The NGT-9000 solves a prob-lem for aircraft that haven’t been upgraded to modern displays: the built-in display works both as an ordinary transponder and also for display of ADS-B in traffic and weather. The NGT-9000 installation can also include a Wi-Fi module so information received by the unit

can be shared and displayed on iPad and Android apps (currently Hilton Software’s WingX Pro7 and Raden-na’s SkyRadar are supported, but L-3 is in discussion with other app makers). Up to seven users can tap into the Wi-Fi simultaneously.

The NGT-9000 is ideal for an air-craft owner faced with a recalcitrant old transponder that isn’t worth fix-ing, according to Todd Scholten, chief pilot for L-3 Aviation Prod-ucts. Replacing the old transpon-der with the NGT-9000 meets the 2020 ADS-B out mandate and adds

ADS-B in benefits. The GPS sen-sor in the Lynx units is for ADS-B purposes only and is not available to provide navigation information for other avionics, although it does provide a GPS signal to compatible iPad apps via the Wi-Fi module.

L-3 Aviation Products division ACSS (a joint venture between Thales and L-3 Communications) already serves the Part 25 market with the NXT-600 and NXT-800 ADS-B out transponders. The new Lynx systems add Part 23 aircraft to the company’s product mix. Heli-copters can use the NXT-600 or the new Lynx units.

In addition to the NGT-9000, the Lynx product line includes three remote boxes, the NGT-1000, -2000 and -2500. The latter three include the GPS sensor and operate on the 978 MHz Universal Access Trans-ceiver frequency, which meets the 2020 ADS-B out mandate for air-craft that fly below 18,000 feet. The 1000 through 2500 series are com-patible with Garmin GTX 327 or 330 transponders, but L-3 also offers the CP-2500 control panel for control of the ADS-B system using other transponders.

For the lowest-cost ADS-B out installation, the Lynx NGT-1000 meets the mandate with ADS-B out and the GPS source, but has no added features such as Wi-Fi. To help aircraft owners who want to keep flying in ADS-B airspace after the 2020 mandate and want

a low-cost solution, the NextGen GA Fund has ordered 10,000 NGT-1000s. This is part of the fund’s Jumpstart GA 2020 program, designed to help owners upgrade to meet the 2020 ADS-B out man-date. Dealers can order these units directly from L-3 Aviation or from the NextGen GA Fund.

The NGT-2000 adds ADS-B in on 978 MHz and Wi-Fi capability for display of traffic and weather information on portable devices such as the Apple iPad.

The NGT-2500 includes an Arinc

429 and RS-232 interface to cockpit displays, so weather and traffic can be shown on compatible panel displays as well as via Wi-Fi on the iPad.

The NGT-9000 offers the most capability, with ADS-B out on the 1090 MHz Extended Squitter fre-quency required above 18,000 feet in the U.S. (but usable at any alti-tude in the U.S. and worldwide). The receiver uses both 978 and 1090 MHz frequencies for ADS-B in to maximize reception of traffic information (ADS-B, ADS-R and TIS-B), but it can also display L-3’s Traffic Advisory System (TAS) tar-gets, for occasions when ADS-B coverage isn’t available or targets aren’t ADS-B out-equipped.

This comes in handy, Scholten pointed out, because not all air-space will require ADS-B out, but most aircraft carry transponders and are visible to TAS-equipped aircraft. “I had a situation with two aircraft in the traffic pattern where there was no [ADS-B] cov-erage,” he said, and he could still see the TAS targets on the ATG-9000 display. L-3 calls this capa-bility to combine TAS and ADS-B in traffic its NextGen Active Traf-fic system.

A Flight with the NGT-9000I recently had an opportunity

to fly with Scholten in L-3’s Beech Bonanza equipped with the NGT-9000. L-3 has also created a handy virtual simulation website that accu-rately replicates the functionality of the real NGT-9000, as well as an iPhone and Android app that does the same and includes a configura-tion tool for all the Lynx products.

The NGT-9000 display is split into two halves; the left side of the screen has two pages and the right

side four pages. Both halves are con-trolled via a resistive touchscreen, which L-3 engineers chose because it requires a more positive push to activate and helps prevent acciden-tal touches that might occur with the capacitive-type touchscreen found on consumer devices.

The left screens provide a tran-sponder settings view, which can be swapped (by touching and swip-ing) with a traffic page. Each tran-sponder function can be changed by touching that function on the display. For example, touching the


Avionics

z Aireon Chooses Ireland for Alert HQAireon will operate its free Aircraft Locating

and Emergency Response Tracking (Alert) service from the Irish Aviation Authority’s North Atlantic Communications Centre in Ballygirreen, Ireland. The Alert service uses Aireon’s space-based ADS-B surveillance capability, which can track any aircraft transmitting ADS-B signals on the worldwide 1090 MHz ADS-B out frequency in any of the world’s flight information regions. Alert is a free service for rescue agencies, ATC providers or operators that need the location and last flight track of ADS-B-equipped aircraft, according to Aireon.

“Recent events further highlight the importance of having a system that offers real-time, global surveillance of aircraft to be able to provide quick, accurate information to search-and-rescue teams in emergencies,” said Aireon president and CEO Don Thoma.

z Elliott Raises Compensation for Unmet G1000 Installation DeadlinesFor Garmin G1000 installations, Elliott Aviation

has raised downtime compensation to $3,000 a day if it fails to deliver on its guarantee to do the job in 15 working days. The company has completed more than 150 King Air G1000 installations. The G1000 retrofit replaces the entire avionics package in a King Air and can boost useful load by an average of 250 pounds. The system incorporates graphical weather, synthetic vision, traffic, terrain and other features into a three-display flight deck.

Elliott’s offer follows Garmin’s recent announcement of rebates of $50,000 to owners and operators of King Air C90s, 200/B200s, 300s and 350s that upgrade their factory-installed Rockwell Collins Pro Line 21 avionics system to the G1000 suite before May 29. Those with other avionics systems that upgrade before May 29 will receive $25,000.

z NxtLink OK’d for Falcon 900B FansThe International Communications Group

(ICG) NxtLink ICS-220A Iridium satcom is part of a Duncan Aviation STC recently approved for Fans 1/A operations in a Falcon 900B. This is the third Fans 1/A STC for the NxtLink transceiver, which was also used in the first business aviation Fans STC with an Iridium satcom, in a Falcon 50 upgrade by Chicago Jet.

“We are excited that our NxtLink ICS-220A is a key component in the Duncan solution for the Falcon 900B, which allows the aircraft to fly the most efficient routes and altitudes to and from Europe,” said Tim Rayl, senior v-p of sales and marketing. “ICG is continuing its pioneering of safety services with our involvement with the FAA’s air traffic systems satcom voice trials, which will significantly improve long-range communications options to both business and commercial aviation services.”

z Wearable ‘Glass Cockpit’ in TestThe dream of eyeglasses-based flight

instrumentation refuses to die, and video eyewear/smart glasses manufacturer Vuzix has partnered with HeadApp to develop the Glass4Flight application. Glass4Flight connects to the WiFly data-collection system to deliver flight data to the Android-powered Vuzix M100 smart glasses. The Glass4Flight application was developed by Eco-Mind and DigiSky and provides heading, speed, altitude, time, route, traffic and other information in a hands-free environment. –Matt Thurber

NE W S UPDATE

The NGT-9000 functions as an ADS-B in/out transceiver–it meets the coming mandate for ADS-B eqiupage–that displays weather and traffic information on a touchscreen display.

PH

OTO

S: M

ATT

THU

RB

ER

“1200” squawk code pops up a numeric keyboard. This page also displays the pressure altitude and includes a mode button and an ident button.

The traffic page has zoom in and out buttons and a button to change the dis-played traffic volume. On the traffic page, touching any target pops up any avail-able information about that target, such as N-number, groundspeed and aircraft type for true ADS-B traffic; TAS traffic shows altitude only, while TIS-B traffic shows groundspeed.

The right side screen includes the same traffic page, plus a graphical weather page, which shows Nexrad, Metars, Airmets, Sigmets and TFRs on a moving map. The winds and temperature aloft page is

next, followed by a textual weather page where the pilot can type in any airport ID to pull up Metars, Tafs and Notams. The Metars and Tafs are shown in plain Eng-lish, while Notams are not translated. On the graphical weather page, touching an Airmet or Sigmet or TFR pulls up the available information, although Airmets and Sigmets aren’t in plain English.

I found the NGT-9000 simple to use, with hardly any instruction needed from Scholten. The L-3 Bonanza is also equipped with L-3’s NextGen Active Traffic system. There was plenty of traffic viewable during our flight from Hawthorne Airport near Los Angeles International, and I was able to pull up information on the traffic just by touch-ing a target on the screen. The other pages of information were useful, too, especially Notams, although there was no weather to provide a Nexrad picture in the area. The Wi-Fi module wired to the NGT-9000 allowed me to view the weather and traffic in the WingX Pro7 app running on my iPad mini. This was useful because the iPad’s screen provides a larger picture and thus supplements the NGT-9000 display, and the iPad also could provide a tool for passengers to watch for traffic.

The Lynx products can use existing wiring and antennas, although an addi-tional directional antenna is required for TAS reception. Antenna diversity is also an option on the NGT-9000.

L-3 has released pricing, and the basic NGT-9000 retails for $6,800. The most expensive NGT-9000D+ with NextGen Active Traffic and antenna diversity is $11,933. The NGT-2000 retails for $3,200 and the NGT-2500 is $3,467. The NextGen Fund said the NGT-1000 introductory dealer pricing will be $1,599. o


The NGT-2000 remote box includes a GPS sensor and operates on the 978 UAT frequency.

displays because the large control yoke is gone, replaced by sidestick controls.

Sidesticks are not new in business avia-tion–the non-fly-by-wire Eclipse 500 was the first so equipped, followed by the fly-by-wire Dassault Falcon 7X and Embraer Legacy 500. But the way Gulfstream has implemented sidesticks is new for civil aviation, because the sticks are electroni-cally interconnected and move in concert. When I pulled my stick aft, Scott Evans, project pilot advanced aircraft programs, could see exactly what I was doing with the controls because his stick was making the same motions.

The “active control sidesticks” (ACS, also known as active inceptor systems) are designed by BAE Systems and have been fielded on military designs such as the F-35 Lightning II, UH-60Mu Black Hawk, T-50 Golden Eagle, CH-53K Super Stallion and KC-390. “Gulfstream is always investigating new technology,” said Lor Izzard, director of sales engineer-ing. The G650, while fly-by-wire, retains traditional yokes because this affords pilots a quick visual cue of flight-control inputs and position. Sidesticks are com-pelling from a design standpoint, greatly opening up the flight-deck real estate and eliminating a lot of weight. “Until they were available in the right technology,” he said, “we were not going to incorporate sidesticks. With this type of technology, out of the corner of your eye you’re able to see what’s going on. Even the autopilot is back-driving these sticks so you have that amount of situational awareness.”

The G500 sidesticks thus offer not only the benefits of visual feedback but also tactile feedback for the pilot fly-ing the airplane. “It’s an unspoken lan-guage between the pilots,” said Evans. “They can see the response of the air-plane. Is it something the system is doing or a dynamic response of the airplane? We fought hard to get this technology to where it is today.”

Comfortable CockpitThe impact of the G500 design isn’t

apparent until one climbs into the flight deck. Before donning the Case III environ-ment, I spent some time in the G650 inte-grated test facility (ITF) simulator. The difference between the G650’s flight deck and the G500’s is striking. Removal of the yokes provided vast opportunities for redesign, and Gulfstream engineers took full advantage. “We’ve done a tremendous amount of study,” said Evans, “probably more ergonomic studies than [for] any of our previous programs combined.”

Small but telling changes in the G500 include a handhold on the back of each seat for easier access and another at the corners of the glareshield. Retractable closeout screens are available to cover the forward windshield in bright sunlight. Visor rails are splined to prevent visors from wandering. A storage area that can fit a full-size iPad is located on the side-wall next to each pilot. “The goal is to make it a nicer environment for pilots,”

said Izzard. “Whether it’s work tables, materials, stitching, the seat type, we put pilots into a nicer place to work.”

Starting on the left side of the flight deck, “the ACS is ground zero,” said Evans. “Once we went to the ACS, we had to move the CCDs [cursor-control devices] to the center and we needed an arm support, so we moved everything aft in support of the ACS.” Now the left sidewall is dominated by the ACS, which is fitted with an autopilot disconnect switch, pitch and roll trim, push-to-talk and HUD/EVS clear switch (left stick only). Roll trim on the controls is new for the G500/600.

The padded arm support behind the ACS is adjustable, with arm-reach locator settings so pilots know where to set the support. The ACS is mounted to match the natural resting position of the typical pilot’s hand, with three degrees of toe-out and 20 degrees of inboard tilt. The arm support moves up and down and tilts fore and aft, with more forward than aft tilt.

The cursor-control stalks mounted on the sides on the G450/550/650 had to be moved to the G500’s center pedes-tal. Because of the position of the ACS and armrest, the nosewheel steering tiller also had to be moved, in this case farther aft, which at first seemed counterintui-tive. But Evans explained that the G500’s nosewheel steering system now is opened up to 40 degrees of travel below 12 knots, so it’s no longer necessary to use the tiller for normal taxiing, just for close-quarters maneuvering.

Sitting in the pilot’s seat feels subtly dif-ferent, and it’s because the seat no longer has to accommodate the aft-most move-ment of the yoke with a cutout in the pan. Now seat designers can take advantage of the pan’s full real estate, and it does feel more comfortable. I was even able to cross my legs in the cockpit, something that is impossible to do with a yoke unless the seat is moved all the way aft. Seats are fit-ted with perforated leather and heat-dis-sipating Aeristo VentiMesh passive seat ventilation material between the cushions and the leather.

The center pedestal appears skin-nier and it is, but the big change from previous designs is the uncluttered look, and there are two cup-hold-ers on the aft end. The glareshield is

smaller, too. Gulfstream engineers have pushed the design of touchscreen con-trols to the max in the G500, with 11 touchscreens replacing myriad buttons, knobs, switches and controls. Besides the increased volume in the flight deck, including a retractable “work table” that slides out of the instrument panel in front of each pilot, the pedestal is sleekly absent of the traditional FMS control display units (CDUs) that occupy so much space and require so much but-ton-pushing to accomplish simple tasks. The two CCDs in the pedestal double

G500 simulator flightuContinued from page 1

The flight in the Case III (above) gave the author a feel for the G500 and its active control sidesticks.


Both engines lost power before TransAsia crashby Gregory Polek

Flight recorder data from the TransAsia ATR 72-600 that crashed in Taipei on February 4 indicates that the right engine flamed out soon after takeoff, followed by a left-engine shutdown, according to a preliminary report released by Taiwan’s Aviation Safety Council. A pair of Pratt & Whitney Canada PW127M turboprops powers the ATR 72-600.

Speaking in Taipei two days after the crash, safety council official Thomas Wang noted that “for some

reason the Number 2 [right] engine autofeathered” 37 seconds after takeoff, as the airplane climbed to 1,200 feet.

According to the report, a mas-ter warning associated with a right engine flameout procedure mes-sage on the display unit sounded. Twenty-six seconds later the pilots progressively retarded the left engine to flight idle, the data suggests, then set the left engine condition lever to the fuel shutoff position. Sev-eral stall warnings sounded over

the course of six seconds. The flight crew then declared an emergency and reported an engine flame-out. Roughly 30 seconds later they called several times for an engine restart, and the recorded parame-ters, in fact, indicate a restart of the left engine. Finally, some three min-utes after takeoff, the master warn-ing sounded and the CVR recorded an unidentified sound. Less than two seconds later, both recorders stopped recording.

The airplane crashed three min-utes and 23 seconds after getting clearance at 10:51:13 a.m. to take off from Taipei’s Songshan Airport for a flight to the Taiwanese island of Kinmen.

Taiwanese officials would not speculate on why the pilots apparently shut down the left engine after the right engine failed. “The investigator in charge of this occurrence empha-sized the objective of the investigation is to prevent reoccurrence of a simi-lar occurrences,” said the report. “It is not the purpose of such investigation to apportion blame or liability.”

However, as of February 16 TransAsia continued the process of retesting several of its ATR 72 pilots for response to engine fail-ures following their suspension from duty. Ten pilots failed writ-ten proficiency tests as ordered by Taiwan’s Civil Aeronautics Admin-istration following the crash. Another 19 pilots did not take the test as originally scheduled because of either illness or travel, and the airline suspended them as well until they passed new exams.

In a statement to AIN, ATR said that the airline hadn’t yet asked for simulator retraining at the manufac-turer’s training center in Singapore, but that it “remain[s] at its disposal if needed.”

Video footage of the event taken by a motorist driving on an elevated roadway in Taipei’s Nangang District shows the 70-seat turboprop banking sharply left, barely missing an apart-ment building and clipping with its left wing the top of a taxi traveling on the overpass before diving into the Keelung River. Rescue crews on the scene minutes after the crash pulled 15 survivors from the wreckage. By February 12 search crews had recov-ered the bodies of all 43 people who died in the crash. o


Air Transport

z Qatar Airways Takes Stake in IAGQatar Airways has acquired a 9.99-percent

stake in British Airways and Iberia parent company International Airlines Group (IAG), Qatar announced in late January. The deal reinforces commercial ties established through code-share agreements between Qatar and IAG and both airlines’ membership in the Oneworld alliance. Although a requirement that EU shareholders must own a majority of any EU airline will limit Qatar’s stake in IAG, the Gulf carrier said it might consider expanding its share “over time.”

Qatar Airways joined the Oneworld alliance in 2013, making it the first Arabian Gulf carrier to join a major airline alliance. Valued at some $1.7 billion, Qatar’s stake in IAG makes it the largest non-EU shareholder in the British group.

IAG, meanwhile, continued its own efforts to take a majority stake in Ireland’s Aer Lingus. New talks between IAG and the Irish government, which holds a 25-percent stake in its flag carrier, began at the end of January.

z JAL Closes on Big MRJ Order Mitsubishi Aircraft has closed on a firm order for

32 MRJ90s from Japan Airlines, converting a letter of intent calling for delivery of the first airplanes in 2021, the companies announced on January 28.

Speaking in Tokyo at a joint press conference with Mitsubishi last summer, Japan Airlines president Yoshiharu Ueki revealed plans to deploy the first of the MRJs on domestic routes flown by JAL Group subsidiary J-Air. Mitsubishi hopes to fly the MRJ90–the larger of the planned 78- and 92-seat regional jets–during this year’s second quarter and gain certification two years later.

In the meantime, plans call for the first example of an order from JAL for 15 Embraer E-Jets–announced at the same time the airline revealed the existence of the MOU with Mitsubishi–to arrive in Japan next year, at which time the Brazilian jets would start to supplement a fleet of 15 E170s now flown by J-Air out of Osaka and Tokyo International Airports and Fukuoka Airport. However, JAL plans to begin removing the Embraer jets in favor of the MRJs in 2021 and deploy a uniform fleet of Mitsubishi jets with J-Air by the middle of the next decade.

z Delta Shuttle To Get 717sDelta Air Lines plans to introduce mainline

Boeing 717s in June on eight of its 15 daily Delta Shuttle flights between Los Angeles and San Francisco, replacing 76-seat Embraer E175s flown by regional partner Compass Airlines and resulting in 40 percent more seat capacity on its hourly nonstop service, the airline announced last month.

The 717 upgrade on the West Coast shuttle marks the latest in a series of investments in the Los Angeles market by the airline. In January it announced plans to begin daily nonstop service to Shanghai in July. Pending foreign government approval, seasonal service from Los Angeles to Managua, Nicaragua, will also begin this summer.

The airline launched its hourly nonstop Delta Shuttle service from Los Angeles to San Francisco in September 2013 under contract with Compass. Once Delta introduces the 717s on the route, Compass will continue to fly its E175s seven times a day. –Gregory Polek

NE W S UPDATE

CSERIES FLIGHT–TEST PROGRAM PASSES 900-HOUR MARK

Bombardier CSeries program chief Rob Dewar reported early last month that the program’s flight-test aircraft had logged more than 900 hours in the air, and cited solid progress toward reaching the 2,400 flight-test hours needed for certification of the CS100 in the second half of the year.

One of the recent accomplishments involved opening the flutter envelope in flight-test vehicle (FTV) 1 and taking the airplane to a speed of Mach 0.91, well beyond its normal design capabilities, said Dewar. The second flight-test airplane, FTV2, recently completed an extreme cold-weather test at Bombardier’s head-quarters in Mirabel, Canada, where the temperature dropped to -30 degrees C (-19 degrees F). Crews also took the opportunity to gain certification credit for de-icing the airplane.

Systems upgrades continue on FTV3, the airplane based at Bombar-dier’s flight-test center in Wichita. Dewar also reported that the com-pany has completed measuring fuel burns on FTV4–the performance air-craft–and that it will soon share the results with the market. Finally, CS100 FTV5, the first aircraft with a full cabin interior installed, has undergone pas-senger evacuation testing. Along with

the FAA, Transport Canada and EASA officials, one of Bombardier’s “key” customers visited Mirabel to partici-pate in the trials.

Meanwhile, the first CS300 flight-test aircraft continues preparations for first flight “in the coming weeks,” com-pleting engine runs and initial ground runs. It now stands inside Bombardier’s Mirabel hangar undergoing ground

vibration tests. In December Bombar-dier completed all static testing of the CS300 airframe, including the wing bending test. The fatigue test arti-cle has now accumulated more than 12,000 flight cycles “without incident,” reported Dewar.

Bombardier has now moved vir-tually all its employees into the new CSeries production facility in Mirabel, where the second production CS100 undergoes preparation for wing join and final assembly has begun on the second flight-test CS300. –G.P.

A TransAsia ATR 72-600 takes off from Blagnac Airport in Toulouse.

CSeries FTV1 last month flew to a speed of Mach 0.91.

ERA reveals strategy to partner with new EU by Ian Sheppard

The European Regions Airline Association (ERA) launched a new strategy last month to help redefine “the fu-ture relationship among indus-try, politicians and regulators.” A document titled “The Future of Regional Aviation” attempts to lay down a strategy and a set of operating principles for the association’s “vision” and re-lationship with Europe’s main regulatory institutions.

Deciding precisely where to direct their lobbying efforts is one of the main challenges faced by industry bodies such as the ERA. European regulators’ soft focus on aviation exacerbates the difficulty for an association to

make its voice heard among the cacophony of other lobbyists.

At the media launch event to publicize the association’s new strategy, held at the Royal Aero-nautical Society in London on February 3, ERA director gen-eral Simon McNamara noted that Europe has approached “an important turning point,” not least as a result of new political leadership in Brussels following last year’s European Parliament elections and the installation of a new set of European Com-missioners. The ERA hopes to cultivate a more informed Euro-pean leadership that better understands regional aviation, rather than one whose negative

perceptions and “no clear vision for aviation” led to a “reactive and confrontational” relationship.

‘Key’ PrinciplesThe ERA’s strategy sets out

key principles in seven areas: safety, consumer issues, com-petition and market access, operations, infrastructure (ATC and airports), environ-ment and security.

“The Commission and Par-liament are still firming up their plans,” noted McNamara. “There is no clear vision [for

aviation] yet, so this is an oppor-tunity to drive that vision.” He added that EASA and Euro-control leadership has also changed recently, as has that at Sesar JU (Single European Sky ATM Research Joint Under-taking) and DG Move (Direc-torate General for Mobility and Transport), which represents the ERA’s first target within the new Commission by virtue of its rel-atively small size. DG Move consists of some 40 people.

McNamara characterized the previous four-year session

as “not a resounding success” for European aviation, citing the Emissions Trading “disas-ter” and lack of progress on the Single European Sky. “But in the new chapter we believe that we can work together [with the European institutions],” he said.

Boet Kreiken, CEO and man-aging director of KLM City-hopper and the current ERA president, lamented the lack of an “integrated view.” “One of the problems is that all [the issues] are compartmentalized,” he said. “What is completely lacking is how it all comes together to the benefit of Europe. We have to act on a total package so we engage the Commission on aviation pol-icy.” He reflected that rather than taking complicated steps such as the ETS, the Commission could have helped airlines to finance newer, cleaner, more efficient air-craft through the financial crisis.

Kreiken complimented U.S. stakeholders for moving to consolidate hubs and stream-line regional operations owned largely by the majors but repre-senting half of all movements. The European system remains inefficient; load factors are low, carriers can’t grow quickly enough to become sustainable and the industry has seen few new market entrants. In addi-tion, existing airlines “stay too national,” said Kreiken.

“The European market is one of the toughest in the world,” he said, adding that the inconsis-tency of treatment by govern-ments compounds the problem. “It’s time governments recog-nized the value of the connec-tions to the regions and also for worldwide connectivity. The small fingers of the octopus are the regional airlines.” To sur-vive, many regional carriers in Europe now perform ACMI [aircraft, crew, maintenance and insurance] services for low-cost carriers, majors and cargo operators. Thirty-nine out of 51 offer ACMI, said Kreiken.

Finally, the Commission’s Europe 2020 initiative could represent “good news, as they want to kick-start the European economy,” concluded the ERA president. “It has been the dol-drums for too long.” o


The ERA wants politicians to recognize the importance of aviation to Europe’s regional economies, and in particular to strike a fair balance on passenger rights in cases of cancellations and delays.

Sino-Russian widebody under study by Vladimir Karnozov

Russia’s United Aircraft (UAC) has prepared and sub-mitted to the Russian govern-ment “a business concept” for a new Sino-Russian widebody known under its Russian acro-nym “ShFS.” UAC expects to submit a preliminary design in July. The announcement came from UAC president Yuri Slyu-sar at his first press conference in Moscow on January 29, ten days after he replaced former UAC boss Mikhail Pogosyan. ShFS involves a 50-50 joint ven-ture between Russia and China, forged at a top political level dur-ing Russian president Vladimir Putin’s visit to China last year.

Estimates last September placed the needed investment in the project at $13 billion, although the UAC president noted that the recent plunge in the value of the Russian ruble could render the project less expensive.

In preparation for a full industrial launch, Russian and Chinese specialists have estab-lished a joint working group. “Our colleagues from [Chi-nese aerospace conglomerate] Comac show a big enthusiasm towards this project and take every effort to develop it,” said Slyusar. According to early estimates, the ShFS would carry 300 passengers 2,700 nm,

making it suitable for relatively short domestic routes within China, notably in the Eastern Delta of Beijing, Shanghai and Guangzhou. The partners envi-sion a plan to roll out the first flying prototype in 2021, gain certification in either 2022 or 2023 and start series produc-tion in 2025.

The Russian side sees the ShFS as an evolution of the Ily-ushin Il-86 and Il-96, while the Chinese use the Boeing 787 for reference. Russia’s Aviadviga-tel has offered an engine that would resemble a 1:2 “scaled up” version of the 14-metric-ton-thrust PD14 turbofan now

undergoing bench trials. Aviad-vigatel designed the PD14 for the Irkut MC-21 narrowbody airliner, scheduled for rollout late this year and first flight sometime between April and June next year. o

Yuri Slyusar appears at his first press conference since becoming UAC president.

VLA

DIM

IR K

AR

NO

ZO

V

The Shape of the New-look European Union At the February 3 ERA briefing in London, James Sibley, EU policy analyst with

the DeHavilland EU consultancy, gave a presentation on the shape of the newly constituted European institutions in Brussels.

One key difficulty perceived by the ERA centers on the fact that a German Green Party MEP, Michael Cramer, now chairs the Parliament’s Transport & Tour-ism Committee. He strongly opposes any weakening of what airlines see as a bias toward passenger rights, which remains the priority issue in the ERA’s portfolio. ERA director general Simon McNamara describes the view of the new chair of the transport committee as “a big challenge.”

Meanwhile, an 18-month delay to an update to Regulation 261 on passenger rights and compensation has itself caused airlines more problems as regulators construe, in particular, “extraordinary circumstances” in a way to favor passen-gers and blame airlines for events beyond their control, such as weather. In addi-tion, they have set no limits on “care and assistance,” leaving airlines in the same predicament they faced when eruption of the Icelandic volcano brought Europe-an air travel to a standstill.

Overall, the approach of new Commission president Jean-Claude Juncker has made for a flatter structure, intended to result in a more “focused” approach. Ten

new priorities have accompanied a departmental reorganization, but “interesting-ly, transport was not one of these,” noted Sibley. In addition, DG Just (Directorate General for Justice) now takes the consumer rights brief, and DG Clima combines energy and climate change. “This was quite a controversial decision,” said Sibley.

Furthermore, he said, the Commission vice presidents now lead project teams, so their roles are “no longer ceremonial.” Meanwhile, no project team deals with aviation specifically, he added.

The fact that it has become harder for the Commission to make proposals represents one potentially positive development. The body has withdrawn some 80 from the previous session and replaced them with only 23. “Most important for aviation,” said Sibley, the Commission will present an aviation package. Still, “there is little detail...so if there is a vision for aviation yet we simply don’t know,” he added.

Names to note in the new Commission include Violeta Bulc, the new transport commissioner; Miguel Arias Cañete, commissioner for climate action and energy; Margrethe Vestager, competition commissioner; and Vĕra Jourová, commissioner for justice, consumers and gender equality; passenger rights falls within Jourová’s “very broad remit,” said Sibley. –I.S.


Air Transport

Chorus-Air Canada CPA seals Q400 dealby Gregory Polek

Bombardier has landed a $424 million firm order from Jazz Aviation parent company Chorus Aviation for 13 Q400 turboprops, the manufacturer announced last month. The deal came as Chorus and Air Can-ada prepared to execute a new Air Canada Express capacity purchase agreement (CPA) fol-lowing Jazz Aviation’s success-ful negotiation of an 11-year collective bargaining agreement with its pilots. The contract between Chorus and Bombar-dier includes options on another 10 Q400s, which, if completely exercised, would take the value of the deal to $758 million.

“We are transforming Cho-rus to become a more formida-ble competitor in the regional aviation industry,” said Cho-rus president and CEO Joseph Randell. “The time is right to restructure the CPA as it was no longer competitive in

the ever-changing regional environment. Significant achievements such as the sim-plification and modernization of our fleet combined with an industry-leading agreement with our pilots and a new com-pensation structure under the CPA all serve as catalysts to secure our cornerstone busi-ness with our customer Air Canada, and to create incre-mental value through growth and diversification.”

Fixed Fee FormulaThe new CPA calls for a

change in Chorus’s compensa-tion structure from a “cost-plus 12.5-percent markup” to a fixed-fee arrangement. As a result, Chorus earns a fixed fee per air-craft regardless of how much it flies along with a fixed infra-structure fee associated with additional services it provides to support the CPA regional

network such as airport opera-tions. As the fleet plan evolves, Chorus expects to increase its aircraft leasing revenue over the term of the CPA to include a minimum of 34 Q400s and 17 Dash 8-300s, all leased under the Air Canada CPA.

Chorus intends to replace 34 de Havilland Canada Dash 8-100s and 25 Bombardier CRJ200s with 23 more 78-seat Q400s over the next 11 years. The fleet of 26 Dash 8-300s is expected to continue to oper-ate until 2025. The transition gradually reduces the minimum number of aircraft to 86 from

122 over the term of the agree-ment, which translates to a reduction in overall seat capac-ity of less than 9 percent by the end of the 11-year period.

Meanwhile, Chorus plans to divide the business into two operating units “to achieve the right economics” with the aging fleet of Dash 8-100s and Dash 8-300s. The first unit, known as Jazz, will move to a mix of larger, newer aircraft consisting of Q400s, 50-seat CRJ200s and 76-seat CRJ705s. The second airline will fly the older Dash 8-100s and -300s under a cheaper cost structure

and using its own work force in an arrangement similar to that employed by Air Canada’s Rouge leisure-class product.

Randell thanked the Sea-bury Group for serving as a strategic advisor for two years and throughout the CPA nego-tiations. “Our management team and Seabury worked well together, which shows in the final results,” said Randell.

Jazz Aviation Holdings con-trols all of Chorus’s business interests associated with the CPA with Air Canada, which includes Jazz Aviation (Jazz), Jazz Air-craft Financing (JAFI) and Jazz Leasing (JLI). JAFI and JLI exist for the sole purpose of acquiring and financing Q400s and related equipment and leasing them to Jazz for use in the CPA.

Service Life ExtendedSeparately, Chorus and Jazz

signed as the launch customer and operator for Bombardier’s first Dash 8-300 extended ser-vice program designed to extend the life of the 50-seat turboprops to 120,000 cycles from the original 80,000.

Bombardier plans to accom-plish the extended service program through several struc-tural and engineering analy-ses, applying fatigue and test data accumulated on the Dash 8-300 through a Service Bulle-tin that refers to a new Mainte-nance Program Supplement. As launch operator, Jazz expects to incorporate the Service Bulle-tin and Maintenance Program Supplement and arrange for the replacement of some struc-tural and systems components as identified by the bulletin.

In 2009, Bombardier launched the Dash 8-100 Extended Ser-vice Program alongside Wideroe’s Flyveselskap AS of Norway as launch customer for that air-craft type. o

Jazz Aviation currently operates 21 Bombardier Q400s on behalf of Air Canada.

Boeing identifies order bridge to 777Xby Gregory Polek

Boeing CEO Jim McNer-ney recently expressed growing optimism about the prospect of a smooth transition from production of the current 777 to the new 777X starting in 2018. While speaking during the company’s quarterly earn-ings call in late January, he emphasized continued strong demand for both versions of the twinjet as evidenced by

mixed orders from the likes of Qatar Airways and All Nip-pon Airways of Japan. Point-ing to last year’s order total of 63 current-generation 777s as a harbinger of future perfor-mance, McNerney said Boeing needs only to sell between 40 and 60 airplanes a year from its current 777 line to support the “bridge” to the start of 777X production.

“We expect demand for the [current] 777 to remain healthy through the end of this decade,” said McNerney. “With the new airplanes scheduled to enter final assembly in the 2018 time frame, this transition will leverage new manufacturing processes and technologies being proved on the current 777 to optimize the 777X production system.” Boe-ing’s backlog for the current

777 now stands at 217 airplanes, enough to cover more than two years’ worth of production. Boe-ing delivered ninety-nine 777s last year.

“I think it is a sign that the capability is an enduring capa-bility and the competition is...I hate to say it this way, but there is not much competition with capability,” added McNerney. “So we’re in a fortunate position here, and it’s one we’ll shame-lessly take advantage of.”

The company saw further positive developments in the widebody sector with deliver-ies last year of 114 Dreamlin-ers, setting a new record for any twin-aisle airplane. Company CFO Greg Smith reported that unit costs for the 787-8 dropped by 30 percent over the time it took to deliver the last 175 air-planes, and that he expects the program to turn “cash positive” this year, ahead of a produc-tion rate increase to 12 aircraft a month next year from its cur-rent 10.

The commentary by McNer-ney and Smith came as Boeing announced a 23-percent jump in fourth-quarter profits on record deliveries of 195 airplanes, and $12 billion worth of orders driven mainly by strong demand for 737s. Boeing Commercial Airplanes saw revenue climb by 15 percent to a record $16.8 bil-lion during the period. o B

OE

ING

Boeing’s 777 line in Everett, Wash., produced 99 airplanes last year.


HAI, GAMA team on review of Parts 27, 29by Kerry Lynch

The Helicopter Association Inter-national (HAI) is working with the General Aviation Manufacturers Association (GAMA) to take the next step in a potential rewrite of Part 27 and 29 helicopter certifi-cation standards. The associations hope to convene a government-industry working group shortly that will assess the need and scope of such a rewrite, said Walter Desrosier, vice

president of engineering and main-tenance for GAMA. The working group will be similar to the Part 23 Aviation Rulemaking Committee (ARC) that comprised a number of international regulators and indus-try experts.

The FAA has already signed on to such an effort. In February 2013 the agency solicited comments on “interest in restructuring rotorcraft

standards” and asked whether the standards should be changed com-pletely or whether the agency should pursue more targeted changes. The FAA further asked about weight- and passenger-based standards that separate the certification require-ments of Part 27 and 29.

Nearly 50 groups commented, most seeking at least some level of review of the existing standards. All but three of those commenters sup-ported a close look at the weight and passenger thresholds between the two parts.

After reviewing the comments, the FAA issued a notice in July last year saying it “has determined that there is sufficient interest in the rotorcraft community to pursue fur-ther collaboration toward possible revisions to Parts 27 and 29.” The agency added that it recognized that Parts 27 and 29 have not kept pace with technology and the capabilities of new rotorcraft.

Industry InterestThe interest in updating the stan-

dards had been growing over time, but a couple of key catalysts have pushed the issue to the forefront. One involved a petition by Bell Helicop-ter to raise the max takeoff weight of the 429 by 500 pounds beyond the Part 27 limit. To be certified under the less stringent standards of Part 27, a helicopter cannot weigh more than 7,000 pounds. Bell was seeking Part 27 approval at 7,500 pounds.

While numerous aviation author-ities, including Transport Canada, agreed to the weight increase, both the FAA and the European Aviation Safety Agency (EASA) rejected the petition, in part out of concern that it would give Bell an unfair compet-itive edge. At the same time, though, the FAA said it is open to a review of the thresholds.

A second primary catalyst has been the Part 23 rewrite effort. That effort is the first to bring together industry and international regulators to develop a harmonized standards concept. The rewrite will move gen-eral aviation certification standards from a prescriptive model to a con-sensus-based approach.

Industry groups believe that many lessons learned from the Part 23 rewrite can apply to Part 27 and 29, Desrosier said. “The Part 23 rule will establish a baseline on this kind of approach,” he said. FAA Adminis-trator Michael Huerta also has indi-cated that if the rewrite is successful, the FAA could consider the expand-ing the consensus-based approach beyond Part 23.

The effort, however, is still in the early stages. HAI and GAMA are taking a slow, methodical approach to such an effort and assembling a proposal to see if there would be sufficient support. That support

Rotorcraft

z Robinson Deliveries Plunged in ’14Reflecting its dependence on the export market

and the deteriorating global economy, Robinson

Helicopter’s production dropped substantially to

329 last year from 523 helicopters in 2013. The

tally for 2014 was 186 R44s, 101 R66s and 42 R22s.

Robinson’s production decline was part of an over-

all industry trend last year.

z Emergency Spindle AD Grounds Enstroms for Inspections The fatal crash of a 1985 Enstrom 280FX,

N86235, during a training flight on January 26

in Erie, Colo., triggered an FAA emergency

Airworthiness Directive (2015-04-51) on February

12. Witnesses reported that the main rotor blades

separated from the helicopter before impact.

According to the FAA, the preliminary crash inves-

tigation indicates the blades separated due to a

spindle crack at the last thread of the spindle-re-

tention nut, a crack that had “existed, undetected,

for a significant amount of time before the sepa-

ration.” The emergency AD mandates magnetic

particle inspections (MPI) of main rotor blade spin-

dles with 5,000 or more hours time in service (TIS)

or an unknown number of hours TIS for cracking

before further flight for all piston-engine models

of Enstroms. It also applies to Enstrom Model 480

turbine singles S/Ns 5001 to 5006 with main-rotor

spindle part numbers 28-14282-11 or 28-14282-

13. Enstrom CEO Tracy Biegler told AIN that the

company had not received any reports of spindle

cracks through February 16 and called the 5,000-

hour TIS limit for inspections “extremely conser-

vative.” The emergency AD is estimated to apply

to a total of approximately 323 U.S.-registered

helicopters.

z Cabri Single Gets FAA NodHélicoptères Guimbal received FAA certifica-

tion last month for its Cabri G2 light piston single.

“Two Cabri G2s have already been delivered in the

U.S. and another 10 are on order,” said founder and

CEO Bruno Guimbal. The Cabri G2 was already

certified and flying in Europe, Australia and China,

among others. S/N 100 is now on the final assem-

bly line and the fleet leader has logged 4,200

hours. The company received orders for 63 Cabris

manufactured last year.

z NASA Studying Composite GearsNASA’s Rotary Wing Project is financing

experiments using composite and composite/metal hybrid gears in helicopter drive systems. Composite gears could yield substantial reductions in weight, noise and vibration.

z Bristow Buys Australian Airline Bristow has purchased an 85-percent stake in

Australia’s Airnorth. Bristow CEO Jonathan Baliff

said the company made the move to “provide a

complete suite of point-to-point transportation ser-

vices for existing Australia-based passengers and

create more integrated logistics solutions for our

global clients.” Bristow already provides fixed-wing

service in Brazil, Nigeria and the UK. –T.D., M.H.

NEWS UPDATE

AIR MEDICAL FLIGHTS COULD SEE GREATER MEDICARE REIMBURSEMENT

A bill introduced in the House of Representatives last month would provide air medical providers with an immediate boost in the Medicare reimbursement rate and a recurrent mechanism to measure costs and justify future rate increases. The co-chair-men of the Congressional Air Medical Caucus on February 10 introduced leg-islation, H.R. 822, that would amend title XVIII of the Social Security Act to require reporting of certain data by pro-viders and suppliers of air ambulance services for purposes of reforming reimbursements for such services under the Medicare program. While this data is being accumulated, air medical pro-viders would see a 20-percent increase in the Medicare air medical transport base rate the first year after enactment, with subsequent 5-percent increases for the next three years.

Patients covered by Medicare and Medicaid account for approximately 56 percent of all medical transport flights, and air medical providers have long maintained that reimbursements from these programs do not cover actual costs, forcing them to charge more for those who self-pay or those with private insurance, who represent 11 percent and one-third of all patients, respec-tively. For those with private insurance, insurers cover the costs approximately

80 percent of the time. The legislation introduced by cau-

cus co-chairmen Reps. Pete Sessions (R-Texas) and Gregory Meeks (D-N.Y.), along with Todd Young (R-Ind.) and Bill Johnson (R-Ohio), would require the Department of Health and Human Ser-vices to create and implement a system for air medical Medicare providers to report their cost on specific cost drivers that represent the basic operational costs at an average air medical base. The Gov-ernment Accountability Office (GAO) would be tasked with analyzing this cost data and issuing a report to Congress to provide realistic guidance for future reimbursement rate adjustments. Addi-tionally, the bill calls for the Secretary of HHS and the GAO to issue a report, updated annually, on certain industry clinical quality measures taken from the Air Medical Physicians Association 2013 “Must Have” Consensus Metrics.

The bill identifies air medi-cal cost drivers as maintenance, medical supplies, fuel, employee expenses, recurring training (aviation, maintenance, communication and clini-cal), rent and utilities, communications, travel, insurance, marketing, supplies, overhead, support, aircraft ownership expense, safety-enhancement capital costs and safety-enhancement recur-ring costs. –M.H.


When Bell petitioned the FAA for a 500-pound increase in the mtow of its Part 27-certified 429, the FAA declined the petition, saying it wanted to review the standards.

Despite stalled market, Airbus bullish on 2015by Thierry Dubois

This year will mark a year of steady deliveries and brisker orders, Airbus Helicopters CEO Guillaume Faury predicted in late January. In addi-tion, the company is making progress on development of its X4 and EC225e and is adding new standard safety equipment.

The offshore oil-and-gas market accounts for some 15 percent of Air-bus Helicopters’ activity, and Faury appeared confident the oil price collapse might hold some opportuni-ties for the company, particu-larly for heavy models. Major exploration projects have been revised or halted, but the level of oil production remains

high. The trend toward cost reduction might spur interest in newer-generation helicop-ters, which are less expensive

to operate than older ones. “The most prof-itable [offshore] fields are not necessarily the ones closest to shore,” Faury added.

Civil Market Under Pressure

The company expects a replacement wave for light helicop-ters to occur around 2017. Broadly speak-ing, the civil market

will remain under pressure and uncertainty, he continued. Nev-ertheless, and helped partly by military sales, Faury expects the book-to-bill ratio to be greater than one, unlike last year.

He foresees stability in deliv-eries, notably with 45 to 48 civil and military Super Pumas. Dau-phin series and EC175 produc-tion will ramp up.

The manufacturer saw a slight decline in orders and deliveries last year, compared with 2013. The Marignane, France-based company handed over 471 aircraft last year and booked orders for 402, a drop of 5 percent in each case. Faury claimed Airbus delivered 44 percent of the 736 civil and parapublic helicopters (weigh-ing more than 2,860 pounds, thus excluding the Robinson R66) that were handed over worldwide last year.

Since the 2008 peak, the pro-duction mix (civil and military combined) has changed drasti-cally at both ends of the spec-trum, with light singles down (to 223) and heavy twins up (to 101). The latter number includes 35 civil AS332s and EC225s.

The company has seen a decline in orders for light heli-copters, from the EC120 to the EC135. Strong perform-ers include the EC145 (civil and

military contracts for 115) and the Super Puma series (32). A notable exception in the medium and heavy categories has been the EC175, eight of which were ordered last year. “This was below my expectations,” Faury said.

China is still far from ful-filling its promise but ranked second in civil deliveries (29) behind the U.S. One of them, an EC135P2e, was the first dedicated EMS helicopter in the country. Airbus is support-ing Avicopter in its effort to fly the first AC352, the counter-part of the EC175, this year.

Meanwhile, Airbus Heli-copters has felt the pain of the economic situation in Russia. UTAir suspended shipments of the 14 EC175s it still has on order after receipt of the first one. A source familiar with UTAir told AIN the opera-tor’s plans for offering offshore transportation services have been hit hard by the weak ruble and the oil price collapse.

The first prototype of the X4 medium twin reached the “power on” phase in late November. “Power on” means

all systems, except the engines, were activated. A full-scale mockup will be unveiled at this month’s Heli-Expo.

The retrofit of all EC225 heavy twins with the redesigned shaft in the main gearbox will be completed this year. Certifica-tion of the upgraded EC225e is also planned for this year.

Airbus Helicopters is pro-ceeding with equipping all its models with the Appareo Vision 1000 Alerts flight data mon-itoring device, an onboard, lightweight camera with accom-panying sensors to allow flight replay and procedure devia-tion detection. In addition, all medium and heavy models will be fitted with cockpit voice and flight data recorders. The work is slated for completion by late this year.

Research and development spending is expected to remain stable, according to Faury. “Now paying off are the invest-ments we made starting in 2007; these technologies are board-ing,” he went on. However, the priority now is funding pro-grams, he stated. o


Rotorcraft

Airbus Helicopters CEO Guillaume Faury anticipates steady deliveries this year, at around 470 aircraft.

North Sea safety efforts continueby Thierry Dubois

The UK CAA is continuing its campaign to address the root causes of the accidents that have occurred during North Sea oper-ations over the last two decades (see box below).

Since it cites pilot error as the biggest issue in operational accidents, the CAA sees flight data monitoring (FDM) as the primary tool. The author-ity has thus created a new heli-copter sub-group in the FDM user group forum, according to research project manager David Howson.

Rotor and transmission fail-ures account for 86 percent of accidents rooted in technical causes. The causes of these mal-functions remain under investi-gation, but the CAA nonetheless has leads for mitigation. For example, transmission Hums improvements are being imple-mented on the AgustaWestland

AW139, Sikorsky S-92 and Air-bus Helicopters EC225, Howson said. The CAA and AgustaWest-land are looking at extending Hums to rotors.

Finally, for avoidance of lightning strikes (71 percent of external causes), the UK Mete-orology Office is developing a lightning-strike forecast.

Spotlight on SurvivabilityHowever, accident prevention

is not enough, Howson empha-sized. “Although prevention is generally better than cure, in view of the complexity of the aircraft involved and the inher-ently hazardous environment in which they operate, it is consid-ered unrealistic to expect to be able to prevent all offshore heli-copter accidents,” he cautioned. A significant part of the CAA’s work therefore concentrates on passenger survivability.

The agency focuses much of its attention on passengers’ ability to escape from a capsized or sink-ing helicopter that is rapidly fill-ing with water. The CAA had last year prohibited flights (except emergency response) over exces-sively rough seas. It has recently

clarified the limit from “sea state 6” to “six meters significant wave height,” which is essentially equiv-alent. Using sea state for the def-inition was deemed “archaic and indeterminate,” and the agency has revised the limitation to apply to the whole journey, not just the destination.

The agency also requires arm-ing emergency flotation systems (EFS) for all overwater depar-tures and arrivals. “A significant

proportion of EFS ‘failures’ in survivable water impacts is the result of the EFS being either not armed or not activated,” Howson said.

In an August 2013 acci-dent in which a CHC Super Puma landed in the water off the Shetland Islands, the EFS was not armed as the aircraft approached Sumburgh; it was armed at the last minute thanks to quick thinking by the copi-lot, possibly limiting the num-ber of fatalities. The EASA is now considering automatic arming/disarming.

The new escape window size requirement has had major con-sequences for some types. The front and rear windows of the Sikorsky S-76 are too narrow, necessitating modification of the seating configuration. The rear windows of the Airbus Helicopters AS332L/L1 Super Puma are also too narrow, forc-ing removal of that type from UK operations, Howson said.

On the AS332L2, exits meet the 22-inch minimum with the rubber seal removed. Airbus Helicopters is working to dem-onstrate that the rubber seal will detach on operation of the exit. An alternative solution would be to brief passengers to remove the rubber seal before egress.

Passengers also need to be aware how compatible their physical size is with the available exit routes. o

Safety Statistics Stable in UK North Sea

The accident rate in the North Sea has been relatively stable over the 20 years between 1992 and 2012, according to analysis by the UK CAA. The ac-cident rate is at 1.14 per year or 1.37 per 100,000 flight hours or 0.65 per 100,000 sectors. Approximately one quarter of these accidents were fatal. The main causal factors are, in order, operational (such as pilot error), tech-nical (rotor and transmission failures) and external (lightning strikes). –T.D.

Emergency flotation systems are required to be armed for all overwater departures and arrivals–not just in case of emergency.


Indian firm Dynamatic to build Bell 407 airframesby Mark Huber

Bell Helicopter is looking to expand its footprint in India and ele-vate the Indian content on its aircraft. Bell and sister company Textron Sys-tems signed an agreement late last year with Dynamatic Technologies of Bangalore, India, establishing that company as the single-source supplier of major airframe assemblies for the 407GX and 407GT turbine singles. Deliveries of the 407 began in 1996, and with more than 1,200 in service it is one of Bell’s best-selling current-production helicopters.

The seven-year deal can be extended through the production life of the heli-copter and follows a memorandum of understanding signed in 2012 to mutually explore business opportu-nities for the production of 407 air-frame assemblies. Textron Systems will work cooperatively with Dyna-matic and Bell Helicopter to support procurement operations in India. Both companies remain engaged in identi-fying more business opportunities to build on Dynamatic’s supplier capabil-ities as Bell Helicopter said it is look-ing to invest and expand operations in the region.

Dynamatic has been engaged in the development and production of air-frame components and details for the 407 at its aeronautic manufacturing facilities at Dynamatic Park Peenya since December 2013. Dynamatic has already completed first article

acceptance of aft fuselage detail parts and recently began production for shipment to Bell’s civil aircraft assem-bly site in Mirabel, Canada.

“This agreement with Dynamatic represents a significant milestone in Bell Helicopter’s global sourcing strat-egy and brings efficiencies to our man-ufacturing process for the 407,” said Mike Loeffler, Bell Helicopter vice president for supply chain. “India rep-resents a significant growth oppor-tunity for sales, operations and the integrated supply chain,” he said.

Dynamatic designs and builds products for automotive, aeronautic, hydraulic and security applications. It has facilities in Europe and India, including Bangalore, Chennai, Coim-batore and Nasik in India; Swindon, Bristol in the UK; and Schwarzen-berg, Germany.

Bell Helicopter has had a presence in India for nearly 20 years and has an office in New Delhi for business devel-opment and program operations. At the Textron India technology center in Bangalore, Bell Helicopter employs a team of engineers to support its global operations.

Additionally there are two Bell Helicopter customer service facili-ties in the region: Deccan Charters in Bangalore and Air Works India in Mumbai. Bell Helicopter also has a dedicated full-time customer service engineer in Mumbai. o

ENSTROM TH180 MAKES FIRST FLIGHT

Enstrom Helicopters flew its new two-seat TH180 piston single for the first time on February 6. Following a 30-minute ground run, the aircraft made a 30-minute flight, during which it performed a series of basic maneuvers, including pedal turns, and did not exceed a height of 1,000 feet agl.

The TH180 is a scaled-down version of the 280FX three-seater and shares its type certificate and rotor system. It is powered by a 210-hp naturally aspirated Lycoming HIO-390. Compared with the 280FX, the TH180 has more robust landing gear and weighs 500 pounds less–with an mtow of about 2,250 pounds.

The new helicopter also features a GS Engineering engine governor and an elec-tric clutch switch. Enstrom says the TH180 should post direct operating costs of $175 per hour and burn less than 12 gallons of fuel per hour. While the company has yet to set a price, director of sales and marketing Orlando Alaniz said he is confident it will cost less than $400,000. –M.H.

EASA Rotorcraft Symposium

Airbus Helicopters developing aircraft-specific ops manualsby Thierry Dubois

Airbus Helicopters has published guid-ance for best use of automation and crew coordination for the EC225 heavy twin in offshore oil-and-gas service in the form of a flight crew operations manual (FCOM). The company created the FCOM in a working group formed with the joint operators review, which involves Avincis (Bond), Bristow and CHC. Airbus Heli-copters was inspired by sister company Airbus–which has been producing such manuals for fixed-wing aircraft for a long time–and claims that its document is the first ever FCOM for a helicopter.

“We want to improve the understand-ing of the AFCS [automatic flight control system/autopilot] and optimize its use,” Airbus v-p for aviation safety Gilles Bruni-aux said at the EASA Rotorcraft Sympo-sium last month. The first FCOM will be for the EC225, in offshore operations in the latest delivery standard, no surprise given the industry’s intense focus on North Sea safety. The FCOM is specific to the model, mission type and related configuration.

“The FCOM is based on complete mission descriptions,” said Alain Madec,

Airbus Helicopters’ head of customer flight operations services. In practical terms, this means procedures dealing with optional configuration items are merged within standard procedures. This is different from the format of the flight manual, where the pilot has to look for supplements, Bruniaux pointed out. For example, arming the emergency flotation gear is part of the procedure for a Cat-egory A takeoff in an offshore mission.

Operators carrying passengers are required by their national authority to create an operations manual; the FCOM is intended to help them do this. While the flight manual answers certification requirements, the FCOM answers oper-ational needs.

For example, the crew workshare during takeoff is clearly described. On another page, a table shows AFCS mode combinations that are not recommended.

After the EC225, Airbus plans to create an FCOM for the EC175 in off-shore flights. It is also going to assess application to other missions such as SAR and EMS. o

FAA experts seek solutions to ensure crash survival

The impact of blunt force trauma in helicopter accident fatalities has remained constant over the last decade despite stricter design rules, according to a study presented by the FAA at the recent EASA Rotorcraft Symposium. The agency is seeking ways to improve post-crash safety.

The fatal accident rate has been stuck in the range of 0.75-0.80 per 100,000 hours, said Lee Roskop, an FAA safety expert. Improvements made between 2004 and 2013 have not been sustainable. “We are treading water,” he said.

Post-crash InjuriesPost-crash fire was the most frequently

cited sub-occurrence category for U.S. fatal accidents, according to an analy-sis by the International Helicopter Safety Team. A study of 97 accidents (some of them involving post-crash fires) between 2008 and 2013 revealed that crash-resis-tant fuel systems strongly decrease the occurrence of fires and associated fatali-ties in Part 27 (light) rotorcraft.

However, even in case of fire, the cause of death was typically blunt force trauma rather than thermal injuries. So the FAA tried to understand more specifically what kind of blunt force caused death in recent accidents. Such a study, published in 2003, was available for the 1993-1999 period. The FAA searched the 2008-2013 sam-ple for evidence of any change, and found that blunt force injuries–particularly to the skull and brain–remained the same over the two periods.

The agency had hoped to find that the more recent study would show safety had been improved by more recent certi-fication bases. However, too few of the accident helicopters were certified after 2003 for the related death causes to have any significance in the context of certi-fication standards. Furthermore, only 5 percent of the rotorcraft in the data complied with the 1989 standard of Part 27 or Part 29. Approximately 10 per-cent of the U.S. rotorcraft population now complies, Roskop said. He char-acterized the evolution rate as “pretty pathetic,” estimating that at this pace it could take 200 years for the entire U.S. fleet to comply.

The FAA is thus pondering what approach to tackle next. It is focusing on how improvements to crashworthiness or survivability equipment can decrease injuries and reduce fatalities in accidents, Roskop said. The agency is also consid-ering retrofits. –T.D.


Rotorcraft

Milestone deal done, GE takes on helo leasing by Charles Alcock

The numbers and the business rationale behind the recently completed acquisition of heli-copter leasing group Milestone Aviation by GE Capital Avia-tion Services (Gecas) are fas-cinating. Richard Santulli, the father of fractional ownership, founded the Ireland-based com-pany in August 2010 by raising approximately $500 million in launch capital with a consortium of investors led by The Jordan Company private equity group. Just over four years later, he con-vinced Gecas to pay $1.775 bil-lion and cover Milestone’s debt as the price of entry to a market segment in which Gecas has not previously been involved.

When Milestone started building its rotorcraft leasing portfolio, the oil-and-gas sec-tor was strong and anticipated demand for helicopter oper-ations in support of explora-tion and production activities was expected to boom. And indeed it did boom, especially in what were then dynamic emerg-ing markets such as Brazil and Nigeria.

Around mid-2010, when Milestone’s founders were gath-ering launch capital, the price of crude oil was hovering around $80 per barrel. By the end of that year, their optimism must have seemed entirely vindicated as the price climbed to nearly $100. As of mid-October 2014, when Gecas announced its intention to buy Milestone, the oil price was around $85. But until a late spike in trading on January 30, the day the takeover closed, the price of a barrel barely reached $50, a decline of just over 50 percent over the previous 12 months.

However, no one can accuse Santulli and the rest of the Mile-stone founders of bailing on the business at a time of market decline. All are remaining in their current roles. Milestone presi-dent Daniel Rosenthal leads the company’s existing management team, along with other founding executives John Burns, Robert Dranitzke, Matthew Harris and Walter Horsting.

But it does beg the question whether they and Gecas might feel the need to recalibrate their

target market for the helicop-ter leasing sector in view of the energy sector’s troubles.

In early February, several leading oil exploration and pro-duction companies announced significant reductions in planned capital expenditure for 2015. For example, BP chief executive Bob Dudley said that the UK-based group will cut investment by 20 percent this year in response to what he described as the worst oil industry slump since 1986.

The Milestone fleet now con-sists of 178 helicopters worth approximately $3 billion and it holds orders and options for

another 121 aircraft with an aggregate purchase price of $2.7 billion. The existing aircraft are being flown by 32 operators in 26 countries.

African operator SonAir is a prime example of Milestone’s client base. In June last year it took delivery of three Airbus Helicopters EC225s that it has leased from the company for use in the oil fields of Angola.

Beyond Oil OperationsMilestone’s leasing custom-

ers also include operators active in sectors other than energy, such as search-and-rescue and

emergency medical operations. For example, Bristow Helicop-ters–a heavyweight in oil and gas support–is set to begin providing search-and-rescue operations in the UK on behalf of the coun-try’s Maritime and Coast Guard Agency. It will use 11 Sikorsky S-92s and one AgustaWestland AW189 that it agreed to lease from Milestone last November.

“The acquisition of Mile-stone is a key part of our growth strategy for 2015 and beyond as we add an experienced team and expand into a natural adjacency for us, helicopters,” commented Gecas president and CEO Nor-man Liu.

Between now and the end of 2019, Milestone is offering deliv-ery positions for seven different helicopter types: S-92 (35 air-craft on order or option), EC225 (24), AW189 (27), S-76D (17), EC175 (five), AW139 (five) and AW169 (eight).

Last year Gecas, a major player in the airliner leasing mar-ket, recorded revenues that were down by 2 percent compared with 2013, at $5.242 billion. Profits, however, climbed by 17 percent, to $1.046 billion.

“The Milestone acquisition is a great fit for GE; it combines Gecas’s global reach and 45-plus years in leasing commercial jets with a fast-growing helicopter financing platform that will diver-sify our business and put our cap-ital to work at good returns,” said GE Capital chairman and CEO Keith Sherrin when the acquisi-tion was announced. “The addi-tion of Milestone will deepen our domain expertise in avia-tion and oil and gas, two crit-ical GE industries.” o

must include international back-ing, Desrosier said. Noting how difficult it can be to get major rule changes adopted, he said, “We want to make sure we can move forward with this.”

The Part 23 rewrite has the endorsement of not only the FAA and EASA but also Transport Canada and several other international agencies. Even with this support, it will take several years to get a rule through the FAA’s regulatory process.

Both the EASA and Trans-port Canada have indicated an interest in a Part 27/Part 29 review, Desrosier said. The associations are reaching out to other regulatory agencies, such as Brazil’s ANAC, to gauge their interest. Once sufficient support is identified, then a government-industry group can narrow the scope and specific areas to be addressed. Desrosier character-ized the effort as pre-ARC.

HAI president and CEO Matt Zuccaro calls the review long overdue, noting that HAI

members overwhelmingly believe the initiative should move forward.

One of the key concerns is that Part 27 helicopters have become more complex and their missions have changed to the point that lines have been blurred between the lighter helicopters and the heavier ones certified under Part 29, Desrosier said. “There is little difference between some Part 27 and Part 29 aircraft,” he added.

Zuccaro noted that in the Bell 429 case, both the FAA and the manufacturer have valid con-cerns, but the request highlights the need to hash out these issues. Also, avionics, electronics and other technologies are evolv-ing at a fast pace, but the cur-rent regulations “can inhibit their introduction to the market,” Des-rosier said. Operators would like to add new safety equipment to their helicopters, but the regula-tions can stand in the way, added Zuccaro.

Both Zuccaro and Desrosier see this as a long process. Des-rosier said a concrete recom-mendation for new certification standards could be developed in the next couple of years, but the end result would likely be six or seven years away. o

Groups lobby for certification reviewuContinued from page 51

SINGLE-ENGINE CRUISE COULD BOOST EFFICIENCY

Single-engine cruise flight on twin-engine heli-copters, to save fuel, could be possible, according to researchers at the Technische Universität of Munich, Germany. Their work focuses on how to cope with fail-ure of the operating engine when the other has already been shut down. Two elements are key: quick auto-mated restart; and limiting to safe levels the rate at which the engine builds torque during that quick restart.

During most steady flight phases, a twin’s engines are not heavily taxed and one engine could deliver the power required, Professor Manfred Hajek pointed out. Specific fuel consumption falls as the load on the engine rises, said Hajek, so cruising on one engine at a high power setting in suitable areas of the flight enve-lope would cut down fuel consumption “significantly.” For a given power requirement, he noted, one turbo-shaft operating at a higher output is approximately 30 percent more fuel-efficient than two turboshafts run-ning at a lower output.

Intentional single-engine operation of a twin would be worth investigating only if the inactive engine could restart and produce power quickly enough to minimize altitude loss after failure of the operating engine, Hajek conceded. As part of the study, his team used an engine

test rig and a BO105 flight simulator. One engine (the one that had to restart swiftly) was a Rolls-Royce 250-C20B fitted with a quick-start system designed in previous research work and using a high-pressure air supply. The modified engine can reach flight idle in two seconds, rather than the usual 27 seconds, according to Hajek. The second engine (the one that had to “fail”) was simulated.

The first priority was to limit the rate of torque increase to 65 nm per second, beyond which the engine surged.

The researchers then compared how pilots and automation handled the restart. A “quick-start con-troller” with an altitude-hold mode lost 330 feet of altitude; pilots lost about 560 feet. Pilots tended to regain 100-percent rotor rpm more quickly, while the automated system kept collective pitch higher, helping to explain the different altitude losses.

More work needs to be done, Hajek said, espe-cially in assessing the effects on the main gearbox. He emphasized that single-engine cruising would not be suitable for offshore twin operations or for brief EMS flights. He also noted that rolling an engine to idle rather than shutting it down would likely make only a small dent in fuel consumption. –T.D.

BOEING DEVELOPS EC135 TRAINING FOR AUSTRALIA

Australian military pilots will be receiving their primary helicopter training in 15 Airbus EC135T2+ light twins beginning in 2018. Under a 25-year deal valued at $500 million (U.S.), Boeing Defense Australia (BDA), Thales, Airbus and Turbomeca will partner to provide the heli-copters, Thales full-motion EC135 simulators and a sea-going training vessel with a flight deck as part of the Australian Defense Force’s (ADF) JP 9000 Phase 7-Helicopter Aircrew Training System.

Boeing has provided the Australian Army with helicopter training since 2007 and the ADF has a long-standing relationship with the com-pany. The ADF flies Boeing F/A-18E/F Super Hornet fighters, C-17 Globemaster III transport aircraft and Wedgetail airborne early warn-ing and control aircraft.

Selection of the EC135T2+ was seen as a method of minimizing transition training into larger aircraft used by the ADF, according to Air-bus sales executive Peter Harris.

“The EC135T2+ can be equipped with a range of additional mis-sion equipment and is similar to the multi-role and combat helicopters now in service with the ADF. This ensures a smooth transition for stu-dent pilots as they graduate from a training environment to Army and Navy frontline squadrons, including those equipped with new-genera-tion Tiger ARH and MRH90 helicopters,” Harris said.

Almost 1,200 EC135s are in service worldwide and Airbus says the fleet has amassed three million flight hours. The helicopter is part of train-ing systems in Germany, Switzerland, Spain and Japan, and is in service in Australia with the Victorian and New South Wales police forces. –M.H.


as palm supports for manipulating the touchscreen controllers.

Four Honeywell touchscreen control-lers grace the forward flight deck, one on each outboard side and two in the pedestal replacing the CDUs. One more is placed at the jumpseat position. The overhead panel is all touchscreen now, too, with three pan-els made by Esterline’s Korry division. The secondary power distribution system con-tains electronic circuit breakers, eliminat-ing 45 percent of typical mechanical type breakers. All told, the 11 cockpit touch-screens replace 70 percent of the switches in the typical modern Gulfstream jet. All touchscreens are surrounded by a bevel for easier hand-steadying during turbulence. I found the touchscreen controls intuitive and easy to master.

Evans had the Case team set the simu-lator on Runway 36 at Chambery, chosen for the dramatic mountainous landscape to highlight the superior visuals. The Vital 1100 displays from FlightSafety (which also manufactures the G500/G600 simulator using the same visual system) has five large 120-Hz screens, each fed by two powerful computers, with a 240- by 40-degree field of view. The result is extremely realistic, seamless high-defini-tion scenery. “You will fool yourself into thinking you’re in motion,” said Evans.

After liftoff, the G500 accelerated quickly through Mmo as I leveled off just above the mountaintops for some fun flying that is impossible in real life. We slowed below redline then zoomed along above the peaks, and I pulled the G500 into a steep turn. The sidestick felt com-pletely natural almost instantly. Evans explained that the sidestick is designed

for wrist control, not arm movement, and indeed all it took was simple wrist movements to put the G500 right where I wanted it. From a force-feel standpoint, the stick gave plenty of feedback, telling me just how much I was loading up the wings in the tight turn.

Evans grabbed his sidestick and dem-onstrated how we could feel each others’ inputs when pulling in opposite direc-tions. “There is no wondering who has control,” he said.

We didn’t have time to explore more of the G500’s flight envelope, but the fly-by-wire system is the same as the G650’s, except for integration of the sidesticks. Turning back over Lac du Bourget toward Chambery, Evans set Vref at about 133 knots while I slowed the simulated G500. With the gear and flaps down, the G500’s flight controls felt tightly harmonized, with just slight wrist action needed to main-tain the visual descent to Runway 18 over the lake. The PW800 engines responded quickly to power inputs, and we crossed the threshold on target for a smooth touch-down on the mainwheels, moving the stick forward followed by firm feet on the anti-skid brakes while powering up the thrust reversers. I taxied to the end of the runway, where I tried a tight turn with the tiller. It’s not hard to reach, but definitely only to be used for slow-speed turns.

Evans and other Gulfstream pilots have flown hundreds of hours in the Case and ITF simulators in preparation for the G500’s flight-test program, which is on track to begin this year. Gulfstream expects to receive certification for the G500 in 2017. The G600 will fly in 2017, with certification following in 2018. Fly-ing the Case simulator suggests pilots are going to appreciate Gulfstream’s move into the future of business jet design. o

G500 simulator flightuContinued from page 47

make sure this bad idea doesn’t re-emerge.” “Clearly, this is progress on a key

issue,” added Ed Bolen, NBAA president and CEO. “The challenge is that…the President still appears to be singling out general aviation.”

The budget, released February 2, zeroes out the aviation user-fee budget line for new ATC charges not only for the FY2016 estimate but also for future years. In addition, this year’s budget would seek a larger general fund contri-bution, to $1.368 billion in FY2016 from the estimated $1.146 billion in FY2015. The White House previously had called for ramping up user fees while the general fund contribution slowly disappeared.

User Fees a Non-starter, Depreciation Changes on the Table

The administration, rebuffed on Cap-itol Hill every time it proposed user fees, had sought a $100 per-flight charge, say-ing it was necessary to achieve a bet-ter balance of contributions from users. General Aviation Caucus members have written several letters to the White House in the past, urging that the user-fee pro-posal be shelved. Last year, the White House proposed the user-fee charge in its budget documents but didn’t actually ask Congress to make the change. Instead, administration officials said the proposal was only part of its overall budget pic-ture. A user-fee proposal likely would have been dead on arrival again this year.

General Aviation Manufacturers Association president and CEO Pete Bunce noted that removal of the user-fee proposal from the White House budget eliminates the fight from the reauthori-zation debate this year–at least from the administration’s standpoint. Other Wash-ington leaders, however, have been explor-ing privatization concepts and other air traffic management structures that would rely on user fees. Unlike those concepts though, the White House’s proposal would have syphoned off the user-fee rev-enue to pay for other parts of the federal budget, noted Paul Feldman, vice presi-dent of government affairs for GAMA. “The $100 fees was a flawed proposal that had no relationship to [air traffic control needs],” Feldman said.

While the user-fee proposal is absent, the White House continues to pursue lengthening the depreciation schedule for business aircraft. The proposal, offered as a means to close what the White House characterizes as a tax “loophole,” has long been used as a political chip in federal bud-get deficit talks. The proposal would seek to match business aircraft depreciation schedules to those of airliners, extending the timeline to seven years from five. The White House estimates such a proposal would raise $108 million in FY2016, more than $2 billion over the next five years and $3.5 billion over the next decade.

Feldman questions the savings esti-mates. “At the end of the day, companies depreciate the full amount whether over five years or seven years.”

“The President has repeatedly mis-stated the facts about this business aircraft tax policy,” Bolen said, questioning why the budget would single out an industry without analysis of the proposal’s impact.

“We will continue to vigorously oppose revising the tax treatment for the pur-chase of business aircraft,” added Tom Hendricks, president and CEO of the National Air Transportation Association. “It adversely impacts aviation businesses that are known for creating highly skilled, good paying jobs at a time when we must continue to build economic momentum.”

FAA Budget Proposal As for specifics in the FAA’s budget,

the White House would increase the oper-ations account by $174 million and scale up facilities and equipment (F&E) fund-ing by $255 million but cut airports fund-ing by $450 million. The White House is proposing a $15.8 billion budget overall for the FAA, including $9.915 billion for operations; $2.855 billion for F&E; $166 million for research, engineering and development; and $2.9 billion for the Air-port Improvement Program.

Hendricks praised the proposed fund-ing, saying it “recognizes the important mission of the FAA by proposing signifi-cant increases for FAA operations, system modernization and research.” The budget includes $956 million for NextGen projects and requests $21.3 million to hire more avi-ation safety inspectors and engineers, both for surveillance and certification efforts. The funding is a “good start” to helping with the FAA’s resources, Feldman said.

The $1.3 billion total budget for the FAA’s Aviation Safety Oversight office also includes funding for “oversight and training for designee supervision and the integration of manned and unmanned air-craft into the National Airspace System,” budget documents say. Another measure would include $6 million for the contin-ued research into a leaded aviation gaso-line replacement.

Among the more controversial mea-sures in the White House budget is a call to slash airport funding but enable air-port operators to increase the Passenger Facility Charge (PFCs) to $8 from $4.50. The budget would eliminate guaranteed funding for hub airports and focus grants on smaller commercial and general avi-ation airports that do not have as much access to other revenue sources.

While strongly supported by airport groups, the proposal for increased PFCs has drawn an equal measure of oppo-sition from airline groups. This could become an obstacle for a reauthorization bill, Bunce said.

The White House release of the budget is the first step in a long appropriations process, industry officials agreed. “It will be a heavy lift for the aviation industry,” said Hendricks. “Among other things, the President’s overall discretionary bud-get proposal, including the FAA, is well above the caps required by law and these increases will face a skeptical Congress.”

Also, the depreciation tax measure would likely be addressed separately, if it is addressed at all. –K.L.

JET AVIATION RAISES $20K AT LA BELLA MACCHINA

Jet Aviation at Palm Beach (Fla.) International Airport hosted its 15th annual La Bella Mac-china (Italian for “the beautiful machine”) on January 22 to benefit the Boys & Girls Clubs of Palm Beach County. Held in conjunction with the annual Cavallino Classic Ferrari event, La Bella attracted 1,000 guests to view about a dozen business aircraft and more than 100 Fer-raris, as well as participate in the silent auction that raised $20,000 for the Boys & Girls Clubs.

Aircraft on display included the Gulfstream G650ER; Nextant 400XTi and G90XT; Embraer Legacy 500; and Sikorsky S-76D. Before the event, Jet Aviation hosted an aviation career seminar and tour for 60 kids from the Boys & Girls Clubs to educate them about busi-ness aviation and career opportunities within the industry. –C.T.

No user fees in FY16uContinued from page 1

CH

AD

TR

AU

TVE

TTE

R

INDUSTRY URGES FAA TO REMOVE REPAIR STATION SURRENDER REG

A coalition of aviation trade associations petitioned the FAA to restore the right for a repair station to surrender its certificate voluntarily. In its new repair station rule, which became effective last November, the FAA took the unprecedented step of subjecting surrendered certificates to “acceptance for cancellation.” The coalition is calling for the removal of the requirement, which it says is unique among aviation certificates, runs counter to the interest of aviation safety and adds to the regulatory administrative burden without any agency explanation as to how the new discretion will be used.

Brett Levanto, operations director for the Aeronautical Repair Station Association (ARSA), told AIN, “When the new repair station rule was announced last August, our regulatory team scoured it for every little corner that could snag a repair station. We then set about putting all those little problems right. In November we had a big victory with the re-insertion of ‘serious’ into the service difficulty reporting requirement, but before the Federal Register had even posted the correction we were already working on reinstating the right to [a] voluntary surrender. Even now, we already know what’s up next. We’ve got work to do before the rule is right.”

The group points out that the FAA’s ability to investigate individuals is unaffected by the surrender of the entity’s certificate. Therefore, denying a repair station’s right to surrender its certificate voluntarily bears no rational connection to the aim of ensuring safety through the investigation and banishment of “bad actors.”

“We do not support individuals who use any certificate irresponsibly or in a manner that jeopardizes safety,” said Sarah MacLeod, ARSA’s executive director. “We do, however, have to deal in the real world; business demands make it too problematic for surrendered certificates to depend on the administrative whims of the FAA.”

In addition to ARSA, the group includes the Aerospace Industries Association, the Aircraft Electronics Association, the Aviation Suppliers Association, the General Aviation Manufacturers Association, Helicopter Association International,

the Modification and Replacement Parts Association, the National Air Carrier Association, the National Air Transportation Association and the Regional Airline Association.

PREMIER AIRCRAFT SERVICES APPROVED FOR EASA PART 145 OPS

Premier Aircraft Services, the maintenance arm of Premier Aircraft Sales, received EASA Part 145 maintenance approval. “This is a major accomplishment for our maintenance group and our customers,” said company COO David Pomerance. “Because of the scope of the bilateral agreement between the FAA and EASA, we can now provide all the same services for European-registered aircraft that we do for U.S.-registered aircraft.”

Pomerance said that while the EASA approval will benefit transient aircraft visiting Premier’s Fort Lauderdale location, the approval will have its biggest impact on Europe-based customers interested in Premier’s recently announced Premier Edition 172 diesel engine upgrade program to enhance Cessna 172 performance.

“We have had a great deal of interest from individuals and flight school operators throughout Europe, and this EASA approval will allow us to do the engine change and other modifications and return these EASA-registered aircraft to service,” he said. “We can do all the work here and the owners will know their aircraft will be fully compliant when they get it back to their home airport.”

JET AVIATION DUBAI RECEIVES EASA OK FOR FALCON 7X

Jet Aviation Dubai has obtained EASA Part 145 approval to provide base maintenance for the Dassault Falcon 7X. The company already holds EASA authorization to perform line maintenance on the Falcon 7X; 900EX EASy; 900DX; 2000; 2000EX EASy and 2000DX. It also has FAA approval to provide line and base maintenance for all Dassault Falcons.

“There are a number of Falcon 7X operators in the region and we are pleased to expand our service capabilities to meet their needs,” said Hardy Butschi, vice president and general manager of Jet Aviation Dubai.

In addition to the 7X, Jet Aviation Dubai is an authorized service center


Maintenance News

Hot Section by David A. Lombardo

COMPANY MOVES INTO ROTORCRAFT AND OFF-SITE MX

Dallas Airmotive has grown signifi-cantly since Edwin Booth founded Piston Engine Overhaul Company at Dallas Love Field in 1932. That company, which even-tually became today’s Dallas Airmotive, served the fledgling general aviation com-munity and built a reputation for quality engine work.

Today Dallas Airmotive operates three major overhaul centers, 10 regional turbine centers, one accessory overhaul center and two aftermarket engine sales and engine parts businesses. The MRO processes about 2,500 engines a year in its more than 700,000 sq ft of production space sup-ported by 12 certified engine test cells.

That growth was set in motion with Booth’s first big break in 1946: Pratt & Whitney authorized his com-pany to work on the R1830 and R2000 radial engines and followed up four years later with contracts to work on sev-eral military jet engines. With a growing presence in the tur-bine engine maintenance busi-ness, Booth renamed the company Dallas Airmotive. Seven years later it became the first independent repair and overhaul company to receive FAA certification for turbine engine repair.

Over the years more authorizations fol-lowed: the JT3, the Rolls-Royce Dart and Spey and General Electric’s CJ610 (the tur-bojet on 20-series Learjets). In 1964 the MRO became the first independent ser-vice company to enter a sales, service and distribution agreement with United Aircraft of Canada (now Pratt & Whitney Canada) for the PT6A. Allison followed suit with approval for the 250 turboshaft, P&WC added the JT15D series and Rolls-Royce approved overhaul and midlife repair on the Tay.

By 1997, the BBA Group (now BBA Aviation), acquired Dallas Airmotive to complement its own flight support and aftermarket services and began to expand its aviation business aggressively.

By 2006 BBA Aviation began to sell off its unrelated manufacturing companies to focus on FBOs, maintenance, components and some related manufacturing. During that period the company’s roster grew sig-nificantly to include approval as a major service center for the Honeywell TFE731 and as an overhaul facility for the P&WC PW100 series. Dallas Airmotive acquired Airwork, and BBA Group acquired H+S Aviation of Portsmouth, UK, a comple-mentary engine MRO company. By 2010 Dallas Airmotive was authorized to work on just about every major aircraft engine and APU system.

The MRO also opened a regional turbine center in Brazil to support military, commer-cial, business and general aviation in Latin

America. That same year Dallas Airmotive opened its F1rst Support command center, merging satellite-based technology with all the physical and human resources neces-sary to provide rapid support for field events. A Singapore RTC was added and last year Dallas Airmotive and sister company H+S Aviation received new designated overhaul facility authorizations for the P&WC PW200, PW210, PT6C and PT6T.

More Growth AheadIn March last year, Dallas Airmotive

announced expansion plans. The com-pany sees two signifcant changes ahead, said Doug Meador, Dallas Airmotive pres-ident. “First, the number of rotorcraft is growing rapidly, making it a significant maintenance segment. Second, oper-ators of fixed-wing aircraft are increas-ingly asking for work to be done at their

location. In addition, on-condition main-tenance programs and extended TBOs are extending the interval between mainte-nance events.”

Meador said much of the company’s business involves sending a field service rep to the airplane on location to deter-mine what needs to be done. “Engines are being built so the mechanic doesn’t have to take off the entire engine but instead can remove modules and take them back with him. This creates more need to be out with the customer and less need to have big overhaul centers like we’ve had traditionally,” Meador said.

With the advent of the new facility at DFW, the MRO is closing a facility in Missouri and moving its work to Dallas. The company will also be closing its existing test cells around the country and building a six-cell test complex in Dallas to accom-modate a wider range of engines. The facil-ity will also house Dallas Airmotive’s move into the rotorcraft industry.

A few years ago the company iden-tified the rotorcraft market as a growth area, Meador said. “Last year, we were awarded new authorizations from Pratt & Whitney Canada that invigorated our busi-ness focus on the rotorcraft market. The PW200/210 award expands our rotor-craft authorizations significantly and led to the development of a rotorcraft center of excellence.“ The company can support the more than 20,000 helicopters in ser-vice today, he added. –D.A.L.

MRO PROFILE: Dallas Airmotive

Dallas Airmotive is authorized to work on just about every major aircraft engine and APU system.

Jet Aviation Dubai can now support European-registered Falcon 7Xs.

for maintenance and warranty support for the Boeing BBJ, Gulfstream G150/G200, GIV/GV/G450/G550 and G650, and the Dassault Falcon 900 and 2000 series. It also has full service capability for the Hawker 800/900 series, Airbus ACJ series and Embraer Legacy.

Jet Aviation Dubai’s maintenance and FBO location was established in May 2005 and has a total of 45,192 sq ft of hangar space, a 10,760-sq-ft workshop area, and a two-story, 11,300-sq-ft FBO facility.

GULFSTREAM G200 MX AVAILABLE AT STEVENS

The Greenville (S.C.) Donaldson Center of Stevens Aviation recently added the Gulfstream G200 to its maintenance capabilities and is in the process of completing inspections on 20 of these aircraft. The MRO also works on Beechcraft, Hawker, Bombardier, Cessna and Embraer aircraft.

According to Paul Witt, executive vice president of operations at Stevens, “Adding Gulfstream to the roster of airframes we service demonstrates our continuing commitment to providing in-depth expertise with sophisticated aircraft and the highest quality service that will exceed customer expectations.”

Stevens offers maintenance, modification and refurbishment, aircraft sales, flight services, and fixed base operations with facilities in Greenville (GYH and PDK) and Greer S.C.; Dayton, Ohio; Nashville, Tenn.; and Denver (BJC and APA).

JET AVIATION GENEVA ADDS REPAIR APPROVALS

Jet Aviation Geneva recent-ly received repair station ap-provals for Canada, Azerbai-jan, San Marino and Guern-sey. With these approvals, the facility is authorized to provide maintenance services to air-craft registered in those coun-tries. The EASA- and FAA-approved repair station also holds approvals for Aruba,

Bermuda, United Arab Emir-ates, Saudi Arabia, Cayman, Cameroun and Mauritius.

As a manufacturer-authorized warranty service center, Jet Aviation Geneva provides base maintenance for the Gulfstream G200/IV/300/350/400/450/500/ V/550/650; the Bombardier Global Express series;

and the Boeing BBJ. In addition, the location holds authorization to perform maintenance on the Hawker 750/800XP/850XP/900XP.

FL TECHNICS JETS ENTERS INDIAN BIZAV MRO MARKET

FL Technics Jets signed its first customer from India:

B.G. Shirke Construction Technology. Under the agreement, FL Technics Jets will support the customer’s business jet fleet with various parts and components. Shirke, a producer of precast concrete, operates five business aircraft, including two Hawker 800XPs. FL


Having recently added the G200 to its maintenance capabilities, Stevens Aviation is inspecting 20 of the type for a customer.

Continues on next page u

334.361.7853 | [email protected] | utpparts.comCall UTP and watch us fly.

PW100 and PT6 engines and components are in stock and ready to ship.

At UTP there’s no waiting. No delays. So how in the wild blue yonder

can we ship PW100 and PT6 engines and components so quickly? Easy.

We keep our 50,000 square foot warehouse stocked sky-high with

inventory. We also can reduce your future operating costs through engine

management and exchanges. So, see? There’s really no reason to ever

call anyone else. Fly to the phone right now and give us a call or visit

our website. A UTP sales associate is standing by to help.

Technics Jets will supply the Indian company with routine and AOG parts for airframes, engines, landing gear, APU, other components and rotable materials in its home country and abroad.

“India is one of the fastest-growing business aviation markets in the world, with Hawkers, Challengers and

Citations accounting for almost half of all business jets registered in the country. With this in mind, during the year we have been actively working toward realizing the opportunities to support local owners and operators,” said Darius Saluga, CEO of Vilnius, Lithuania-based FL Technics Jets.

RGV AVIATION JOINS TBM SERVICE NETWORK

Daher-Socata named RGV Aviation, an EASA Part 145 maintenance organization and FAA repair station at Gloucestershire Airport (pronounced Gloster-shuh) in the UK, an approved TBM service center. “RGV becomes an important element of our network, serving customers in a region where we expect strong market development for the TBM, especially the TBM 900,” said Nicolas Chabbert, senior vice president of Daher-Socata’s airplane business unit. “I am confident this is the first step for a growing business and collaboration between our two companies.”

GLOBAL AVIATION TECH SUPPORTING HAWKERS

Global Aviation Technologies (GAT) of Wichita launched maintenance and support subsidiary Global Aviation Maintenance to provide support for the Hawker 4000, Premier I/IA and the Learjet 20, 30, 40, 50 and 60 series. GAT also created a product support group for the Hawker 4000 that will provide services such as fault history, database analysis and pre- buy assistance.

Global Aviation Main-tenance is also in the process of addressing mandated updates for Fans 1/A, CPDLC and ADS-B. “The deadline for Europe is June 8, 2016, and the U.S. is January 1, 2020; we expect to go online with this upgrade by the end of this year,” said Woody Cotter, v-p for business development.

DUNCAN AVIATION LINCOLN RENEWS DGAC APPROVAL

India’s Directorate General of Civil Aviation approved the renewal of Duncan Aviation’s Lincoln, Neb. MRO certificate through the end of the year.

“Duncan Aviation continually evaluates its certifications and is constantly communicating with customers and prospects around the world to secure new and maintain current certifications when it makes sense to do so,” said Chris VanderWiede, the company’s chief inspector of international airworthiness.

Duncan Aviation’s locations in Lincoln, Neb.; Battle Creek, Mich.; and Provo, Utah, hold certificates from 10 more civil aviation authorities around the world. o


Under a new agreement, FL Technics Jets will support the business aircraft fleet of Indian precast concrete company B.G. Shirke Construction Technology with routine and AOG parts supply.

uContinued from preceding pageHot Section

E2 = Exceeding Expectations in Customer Relationships.

“I expected Stevens to handle the big jobs… their attention to the little things was unexpected.”

“Four years ago, my first experience with Stevens was in an AOG situation. Our Phenom 100 was experiencing generator problems. Very soon after I put out the call, Trevor Probst arrived in a Stevens mobile maintenance vehicle with two new generators. In no time, I was on my way. I now fly a Phenom 300 and Trevor is stillproviding unexpected customer service solutions– i.e., a low cost modification of theright cockpit seat to accommodate the owner’s 6’5” frame and self servicing solutionsfor me to use in remote locations.” Stevens Aviation is a diversified aircraft service provider offering expertise in aircraft maintenance, modification and refurbishment, aircraft sales, aircraft management, flight services, and fixed base operations. You’ll find our facilities in Greenville SC (GYH), Greer SC (GSP), Dayton OH (DAY), Nashville TN (BNA) and Denver CO (BJC). For more information, contact Paul Witt, Executive Vice President of Operations, at 864-678-6080 or [email protected].

David A. CoffmanPresidentHigher Calling Aviation

www.stevensaviation.com

Stevens Trevor AIN.indd 1 1/21/15 2:53 PM


Hot Section Opinion

Safety Board: pilots key to crash prevention

Every year the National Transportation Safety Board issues its list of Most Wanted safety improvements. The list is a way of highlighting to various aviation stakeholders–the FAA, airlines, flight schools, manufacturers and, of course, the pilot community–safety problems the Board identified in its accident investigations. The list is a way both to focus attention on these safety issues and to offer potential solutions to the aviation community. The 2015 Most Wanted List covers all modes of transportation under the NTSB’s jurisdiction, not just aviation. But a number of areas do apply to aviation, with one applying to general aviation specifically. For anyone who flies, it’s worth considering these safety recommendations.

The issues applicable to aviation include: disconnect from deadly distractions, enhance public helicopter safety, end substance impairment in transportation, require medical fitness for duty and strengthen procedural

compliance. For example, the NTSB calls on all modes of transportation to disconnect from electronic devices–including cellphones–that are not “mission critical,” avoid over-the-counter drugs that can impair performance and recognize medical issues that could threaten safety of flight.

Procedural compliance is another area highlighted in the 2015 Most Wanted List. This scrutiny is directed at commercial pilots, emphasizing “ways to strengthen procedural compliance, from rooting out inadequate company procedures, to ensuring comprehensive training, to reemphasizing and reinforcing crew compliance,” but GA pilots can benefit from these recommendations as well.

Preventable Loss of ControlThe Most Wanted issue that

is specifically targeted at GA is preventing loss of control in flight. The Board notes that pilots and passengers in GA operations still die at alarming rates every year because the pilot lost control of the aircraft. According to the NTSB’s data, 40 percent of general aviation airplane accidents between 2001 and 2011 involved pilot loss of control.

What to do about the stubborn

accident rate in GA is something the Board has struggled with for many years. It’s something we struggled with in the almost 10 years I was on the Board. Over and over, the cause of many general aviation accidents came down to preventable loss of control. In its

discussion of the loss-of-control issue on the 2015 Most Wanted List, the NTSB reflects on a number of things that could help GA pilots. They are:• be prepared to recognize

the warning signs of an impending stall, and be able to apply appropriate recovery techniques before stall onset.

• be honest with themselves about their knowledge level of stalls, and their ability to recognize and handle them.

• use aeronautical decision making (ADM) techniques and flight risk assessment tools during both preflight planning and inflight operations.

• manage distractions so they do not interfere with situational awareness.

• understand, properly train and maintain currency in the equipment and airplanes they operate. They should take advantage of available commercial trainer, type club and transition training opportunities.

The Board also recommends considering the possibility of installing an angle-of-attack indicator.

These suggestions, I agree, would benefit GA pilots in avoiding loss of control. But I was particularly heartened to see that the Board put the primary responsibility for avoiding these accidents on the pilots themselves. Much has been written and said about the need for professionalism among professional pilots, and the same can be said for the GA pilot, recognizing, of course, the differences in skills, training and institutional support.

In the end, as the Board noted, the GA pilot is responsible for preventing accidents caused by loss of control in flight. While many factors contribute to these accidents, the Board focused on the individual abilities and judgment of GA pilots as key factors. As the Board noted, “individual pilots remain the pieces critical to that reduction, with both the ultimate responsibility and the ultimate opportunity to reduce these needless accidents through ongoing education, flight currency, self-assessment and vigilant situational awareness in the cockpit.” n

The opinions expressed in this column are those of the author and not necessarily endorsed by AIN.

John Goglia is a former member of

the NTSB andcurrently a

safety consultant. He welcomes

your e-mails at [email protected].

TORQUED by John Goglia

Brought to you by these ACSF members: Brought to you by these ACSF Industry Audit Standard registered operators:

Support the growth of a safer charter industry along with 100+ member companies acsf.aero.join | 1-888-723-3135Join Today!

Protect what really matters by supporting the highest levels of safety

• Allow employees to report safety issues via an FAA-approved ASAP program

• Help eliminate unlawful charter activity by reporting it via our Illegal Charter Hotline

• Report and respond to safety occurrences via our free AVSiS software

• Get on the path to achieving your Industry Audit Standard registration

MAYOA V I A T I O N

HAWAIIAN FBO INTERESTS BUY ANOTHER FBO CHAIN

Keystone Holdings, a new company composed of veterans of the Hawaiian private aviation scene, acquired the Air Service Hawaii group of FBOs from Universal Weather and Aviation in a sealed bid offering. Air Service Hawaii, which began as a crop-dusting operation on the Hawaiian Islands shortly after World War II, now includes six locations in Honolulu, Hilo, Kahului, Kona, Lanai and Lihue. The FBO group will retain its branding and identity under the new ownership.

“We’d like to thank our loyal and outstanding employees of Air Service Hawaii for their hard work, dedication and commitment to helping Universal win over the years,” said Universal CEO Ralph Vasami. “Air Service Hawaii remains a premier FBO, and we have confidence Keystone will continue that long tradition of excellence.” Keystone’s purchase also includes a long-term preferred handler agreement with Universal.

Keystone was founded by former Bradley Pacific Aviation co-owners Dr. Thomas and Mi Kosasa, who hold a majority stake, as well as by former Bradley employee Shaen Tarter and Todd Baumgartner, formerly with Ross Aviation, who serve as minority stakeholders. Bradley Pacific was part of the former Ross Aviation chain, which Landmark Aviation acquired last year.

TRIO OF FBOs JOIN MILLION AIR NETWORK

The new Million Air location at Mississippi’s Stennis International Airport in Bay St. Louis recently began operations, according to Freeman Holdings Group, the FBO chain’s largest franchisee. The $7 million, newly constructed FBO includes a 7,500-sq-ft terminal with two lounges, a pair of pilot snooze rooms, a theater room, flight-planning room and a conference room. The second floor of the building features the Jet-a-Way Café, which offers views of the 11-acre ramp and beyond. “It’s a wonderful airport in a great location and with excellent runways, taxiways and ramp space,” said Freeman Holdings CEO Scott Freeman. “The only thing it was missing was a first-class FBO facility.”

Slated to open this month is another new Million Air facility at upstate New York’s Griffiss International Airport, where the company has been the sole FBO for the past six years. The $5.5 million building is part of a major improvement program at the Oneida County-owned airport, which offers an 11,821-foot runway and 32 acres of ramp space. To further enhance the airport’s status as an international entry port, the operator is adding a U.S. Customs facility.

“Its strategic location gives us an opportunity to serve our customers

traveling in the Northeast along with those traveling to and from Europe,” noted Freeman. “Million Air Rome is an excellent tech stop option, with convenient quick turns and absolutely no congestion for those making the transatlantic jump.” The FBO offers 43,000 sq ft of hangar space for based and transient aircraft and–keeping with the spirit of its famous namesake–provides customers with cappuccino and freshly prepared cannoli from local bakeries.

In May, Freeman will be adding Los Angeles-area Riverside, Calif., to its portfolio of Million Air locations. The $9 million project at March Air Reserve Base includes a 5,000-sq-ft terminal with a large passenger lounge, theater room, flight-planning facility, multi-media conference room, training room and onsite Jet-a-Way Café. According to the company, a new 150,000-sq-ft ramp will be constructed adjoining the Air Force-owned airport’s 13,300-foot runway, and space is available adjacent to the terminal for corporate hangar development.

Lastly, Freeman Group is putting the wraps on a $1.5 million overhaul of its location at Florida’s Orlando Sanford International Airport. The former Avion by Quinn FBO has a 7,500-sq-ft terminal with five renovated offices, a theater, expanded flight-planning room, two private pilot lounges, conference room and redesigned lobby with more seating areas. A newly installed café was scheduled to open last month. The renovation of the facility’s 25,000 sq ft of hangar space is anticipated to be completed in the second quarter.

CHICAGO DUPAGE RUNWAY PROJECT WRAPS UNDER BUDGET

Chicago-area DuPage Airport has completed a runway improvement project that will make it more hospitable for large-cabin private jets. The $11.4 million development saw the widening of the airport’s 7,570-foot-long Runway 2L-20R to 150 feet from 100 feet, raising the comfort level in crosswinds. The project also involved rehabilitation of the pavement.

Funded without state or federal money, the six-month project was completed a month ahead of schedule and half a million dollars under budget. The runway handles 70 percent of DuPage’s operations.

The project reused 18,000 tons of removed concrete as subgrade material for the runway’s new shoulders. Additional asphalt is being stored onsite

for use in future projects. The airport is currently constructing

a new 30,000-sq-ft transient hangar for its owned FBO, the lone provider on the field, capable of sheltering the newest ultra-long-range business jets.

LANDMARK BOOSTS ROSTER WITH KEY WEST FBO BUY

Landmark Aviation made its first network addition of 2015, acquiring Island City Flying Service, the lone service provider at Florida’s Key West International Airport. “Our expansion into the Key West market complements our existing south Florida locations,” said Landmark president and CEO Dan Bucaro. “We’re not interested in the number of dots that you have on the map; we’re interested in making sure that locations we add to our network really add value to our customers, and so they are really relevant to what we do.”

The Key West location, Landmark’s eighth in the Sunshine State, specializes in quick turns and offers U.S. Customs and immigration service. It provides a VIP lounge, catering, linen and dishwashing service, conference room, flight-planning area, on-site car rental, pilot lounge with snooze room, crew showers and hangar space.

TAC AIR TO CONSOLIDATE FBOs AT LITTLE ROCK AIRPORT

Dallas-based Tac Air has purchased the FBO services portion of Central Flying Service at Little Rock (Ark.) Bill and Hillary Clinton National Airport. Under the terms of the agreement Tac Air will assume the FBO’s fueling, ground handling and hangar operations, in essence becoming the lone aviation services provider on the field. Central Flying Service will continue to provide aircraft sales, charter, flight training and maintenance as a tenant of Tac Air. The former Central Flying Service terminal in Hangar 1 will continue to house the Flightdeck Restaurant and catering facility, as well as Central Flying’s sales, charter and flight training operations.

“The move makes sense for everyone,” noted Tac Air vice president and COO Christian Sasfai. “Through our volume fuel buying capability, fuel supply and other services will be improved at LIT.”

Last summer, Tac Air acquired the former Supermarine FBO at the airport, which at the time expanded the company’s network to 14 locations nationwide. The company has pledged to invest “several million dollars” on the west side of the airport where the general aviation facilities are situated, including a possible new terminal.

SIGNATURE FLIGHT SUPPORT STREAMLINES LOYALTY PROGRAMS

At the 2015 NBAA Schedulers and Dispatchers Conference last month in San Jose, Calif., Signature Flight Support rolled out a new customer-reward program. Dubbed Signature Loyalty, the new program combines the existing Signature TailWins and Status customer rewards plans into a single online product that offers immediate incentives. Using the new program, accessible through mobile devices, users can view a current accounting of their accrued points, which are redeemable for gift cards from retailers or for a virtual Visa card. After redeeming points, users will receive an email with the gift card information, and the card can be used immediately.

To enroll in Signature Loyalty, current customers need only reset their password and update their membership profile, according to the flight services provider. Members who use their Signature Flight Support card powered by US Bank Multiservice will earn double points on any purchases within the Signature network, while sister BBA Aviation companies Dallas Airmotive and Signature Technicair will also provide customers with TailWins points. In the near future Signature will unveil a reloadable MasterCard that is tied to the new program.

PARAGON AVIATION GROUP EXTENDS FOOTPRINT

The Paragon Aviation Group named Providence Jet Center, the sole FBO at Rhode Island’s Quonset State Airport, the newest member of its network of independent FBOs. Operated by AFCO AvPorts, which manages five airports in the state for the publicly owned Rhode Island Airport Corp., the Providence Jet Center occupies a 40,000-sq-ft facility and its heated 30,000-sq-ft hangar can accommodate aircraft up to a Gulfstream V.

Located in North Kingstown, the airport is near Newport’s yachting marinas. Indeed, boats can pick up aircraft passengers directly from a dock just beyond the airport’s fence. “We are excited to be joining the Paragon Network and to represent them in Rhode Island,” said Providence Jet Center general manager Jeremy Nielson. “This membership will allow us to offer more benefits to our current customers and build new business relationships through networking opportunities with


FBO and Airport News

Touching Bases by Curt Epstein

Million Air recently began operations at its new facility at Mississippi’s Stennis Airport.

Landmark began operations at the Island City Flying Service facility on February 1.

existing Paragon FBOs.” Since its launch in 2011 with a

handful of locations, the Paragon network has accrued 27 North American FBOs.

MARSHALL ADDS BIRMINGHAM TO UK FBO NETWORK

Marshall Aviation Services, a subsidiary of British aviation consortium Marshall Aerospace and Defense Group, has been awarded a 20-year lease to operate the former Euro Jet FBO at Birmingham Airport. According to a company spokesman, the new Marshall location was scheduled to begin handling aircraft last month, with full service available starting this month. The glass-fronted 44,000-sq-ft facility includes 27,000 sq ft of available hangar space for based and transient aircraft up to a Bombardier Global. The company’s aircraft charter and management division will also have a presence there.

Birmingham is England’s second most visited city after London, and its 24/7 airport offers a 10,000-foot runway, ample apron parking and is minutes from the National Exhibition Centre and a new casino complex that is currently under development. The site marks

Marshall’s fourth FBO in the UK, joining Cambridge, Oxford and Broughton.

NEW AIR ELITE FBOs EXPAND INTERNATIONAL FOOTPRINT

World Fuel’s Air Elite Network bolstered its international roster with the addition of three members. Jet Center Curacao, which began operations last month at Hato International Airport on the southern Caribbean Sea island country, is the first dedicated FBO at the entry port. The facility offers on-site customs and immigration services, catering and conference rooms.

Ecuacentair, an Ascent-branded FBO that operates from the two-year-old general aviation building at Mariscal Sucre International Airport in Quito, Ecuador, provides a range of passenger and crew amenities and ground handling support.

Meanwhile, the Yu Lounge, operated by Leeward Flight Services at Robert L. Bradshaw International Airport in Basseterre, St. Kitts, and Nevis, features a luxurious lounge and personal concierge service in addition to fuel and ground handling.

This latest announcement brings the number of FBOs in the Air Elite network to 37. o


CHARTER NEWS NOTES

Visitors to the Yu Lounge at the private jet terminal at Robert L. Bradshaw International, a new member of the Elite network, can expect personal concierge services in addition to traditional FBO services.

FBO GROWS WITH THE TIMES

When Wichita Mid-Continent Airport opened its doors in 1954, Yingling Aviation was the first company to set up shop, pro-viding aircraft handling and maintenance services. The company began operations six years earlier at the former Wichita Municipal Airport but was forced, along with the rest of the civilian aviation oper-ations, to relocate when the military annexed the airport to create what is now known as McConnell Air Force Base.

While the FBO (one of two service pro-viders on the field) has remained in the same building for the past six decades, the company has not let the grass grow under its feet. “It’s pretty much the same, but we’ve made significant improvements to the facility,” said company president Lonnie Vaughan in describing Yingling’s evolving six-acre leasehold at ICT.

Recent upgrades to the 15,000-sq-ft terminal include the addition of the com-fortable “Vertigo” lounge–with a snooze room and flight-planning room–for pilots and crewmembers. An additional flight-planning room is located near the lobby’s fuel desk.

Passenger Comforts

For passengers there is a dedicated lounge, three conference rooms (one A/V equipped), complimentary Wi-Fi and a business center. Upstairs, the Aviator’s Attic serves as a well stocked pilot supply/aviation-themed gift shop, and by tradition celebrities transiting the FBO are asked to sign the attic’s “Wall of Fame,” which cur-rently bears, among others, the signatures of actors Harrison Ford, Morgan Freeman and Kurt Russell; musicians Steven Tyler, Martina McBride and Kid Rock; and even baseball star Reggie Jackson.

A crew car and crew van are available, and the company provides shuttle service to local destinations for customers. A rental car facility is available on site.

For arriving international flights a Customs office is located within one of Yingling’s hangars, offering service from 7 a.m. until 6 p.m. and by appointment after hours. It handles both foreign traffic vis-iting the FBOs as well as aircraft heading to the Cessna or Learjet plants that are co-located on the airport.

This past summer saw the addition of a Subway Café in hangar number three. A more upscale version of the sandwich chain’s typical venues, the location is owned by Yingling and can provide onsite catering for flights in addition to

a quick bite for the airport workers and crews passing through.

Just in time for winter operations, the FBO added its own de-icing capability, with the purchase of a pair of Premier Type I and Type IV de-icing trucks

The facility is home to approximately 20 turbine-powered aircraft, ranging from a pair of Citation Xs to a Conquest I, and while the company currently has 80,000 sq ft of hangar space that can accommo-date aircraft up to the size of a 600-series Challenger, in October it acquired the lease to the former Cessna employee flying club hangar. It plans to level the 20,000-sq-ft structure and replace it within the next 18 months with a new 12,000-sq-ft hangar capable of sheltering the latest class of ultra-long-range business jets.

A Phillips 66-branded dealer, Yingling pumps approximately 1.3 million gal-lons of fuel a year, with its 5,000-gallon and 2,900-gallon jet-A tankers drawing from the airport-owned community tank farm. Its avgas customers have a choice between delivery from a 1,000-gallon refueler or use of a self-service pump. The FBO’s NATA Safety 1st-trained line ser-vice staff currently sees between 50 and 100 operations a day.

Yingling also operates a Part 145 repair station, and as Cessna’s largest propeller aircraft parts dealer it provides factory authorization for maintenance up through the airframer’s turboprop mod-els, as well as servicing for 500-series Citations. With Textron’s recent acquisi-tion of Beechcraft, Vaughan said factory authorization for King Air maintenance is under discussion.

The company has its own interiors shop that can provide refurbishment for soft goods and cabinetry, along with an avionics department authorized by most of the major OEMs including Rockwell Collins, Honeywell, Avidyne, Garmin and BendixKing. The location’s propeller shop is authorized to repair and overhaul by most of the major prop makers. –C.E.

FBO PROFILE: Yingling Aviation

The 60-year-old company calls Dwight D. Eisenhower (formerly Mid-Continent) home.

> Englewood, Colo.-based Moser Aviation placed a Nextant 400XTi into charter service.

> TWC Aviation of Van Nuys, Calif., added its fourth managed Global Express. It will be available for charter in the second quarter.

> NetJets Europe received certification to operate its Embraer Phenom 300s at London City Airport. Last year the company received similar approval for its Global 6000s.

> Million Air Dallas has become the sole FBO at Addison Airport approved by the TSA as an authorized gateway for flights directly to Washington Reagan National Airport.

> Baker Aviation of Fort Worth, Texas, is

building another 21,000 sq ft of hangar space at its Meacham International Airport facility and added eight aircraft.

> London Biggin Hill Airport launched a dedicated on-demand helicopter service that will ferry passengers to the London Heliport in just six minutes. The service is run by Castle Air using AW109s.

> Delta Private Jets has added 12 aircraft directly through the Owner Assist program, for a fleet total of 64.

> MAC Air Group’s charter operation added five aircraft during the past nine months.

> JetSuite has joined the Air Charter Safety Foundation. o


Accidents by Robert P. Mark

ATSB CITES LOSS OF CONTROL IN HELICOPTER ROLL-OVER

Bell 206B3, near Mount Cook, Queensland, Oct. 7, 2014–The Australian Transport Safety Bureau (ATSB) cited the pilot’s inability to maintain control of the helicopter as the reason for a roll-over during an attempted passenger retrieval on a rocky ledge near the top of Mount Cook. The ATSB said the chartered helicopter began rolling just as its right skid was touching down. The roll trapped two people beneath the aircraft as the pilot quickly shut down the engine. The other passengers awaiting departure were able to lift the substantially damaged helicopter off the two people, one of whom was unconscious.

Before the accident, the pilot conducted a number of practice flights to Mount Cook to evaluate potential landing techniques for his attempts, first to drop off and later to retrieve those same passengers. Assessing the uneven surface of the landing area after three or four practice approaches, he decided that firmly planting the right skid while holding the helicopter in level flight was preferable to a complete landing on the uneven surface. He remembered the wind blowing at approximately 10 knots from the southeast during the drop-off flights and at 15 knots when he returned later the same day.

The charter client’s ground coordinator helped guide the pilot as the helicopter returned to the landing site for the pick-ups. Just as the helicopter was firmly settled on the surface, the coordinator and one passenger moved closer to the aircraft to begin boarding. The pilot felt the helicopter lift slightly and drift right, dragging the right skid across the rocks before the aircraft began to roll rapidly to the right, sliding a short distance before coming to a stop and trapping the two people. An ambulance officer, who happened to be part of the team awaiting pickup, managed to stabilize the unconscious coordinator until additional help arrived. The second person trapped beneath the helicopter received only minor injuries.

PILOT LOST CONTROL OF CJ2

Cessna Citation CJ2+, over Coventry, UK, Dec. 31, 2013–The business jet departed controlled flight just as it neared the level-off at its assigned cruising altitude of FL430, according to the UK Air Accidents Investigation Branch (AAIB). The autopilot was engaged at the time of the incident, the single pilot having selected the “vertical speed” mode for the climb. The AAIB said the aircraft stalled, then completed five 360-degree rolls before the pilot briefly regained control. The recovery was only momentary as the pilot again stalled the jet but eventually returned to level flight after losing 16,000 feet of altitude.

During the recovery, the pilot overstressed the aircraft, causing substantial damage to the wings, although he managed to land the aircraft safely. The onboard Cessna AReS data recording system captured a maximum load of 3.25g during the event. A post-incident inspection of the aircraft revealed damage

consistent with pullout maneuver loads between 3.6g and 5.4g. Neither the pilot nor his passenger, who had been seated in the cabin, was injured.

The AAIB cited a number of factors that contributed to this loss of control. One was that the Citation’s angle of attack (AoA) sensing system stuck, meaning no standard stall warning information was available to the pilot. Another was the pilot’s failure to monitor the flight instruments during the climb, causing him to miss indications that speed was decaying and pitch attitude was increasing before the upset. The pilot told the AAIB he became distracted during the climb while he was attempting to gather upper-level wind data from a portable tablet (PED) he had placed on the unoccupied right seat. While focused head-down with the PED, the pilot remembered hearing a click (possible autopilot disengagement) before the aircraft pitched severely nose-down and rolled to the right. He also thought the stick shaker may have activated as the aircraft pitched down. Additionally, the pilot said the recovery was hampered by his inability to interpret the primary flight display (PFD) attitude indicator, which he described as presenting information that he could not recall having seen before.

FAILURE TO FOLLOW PROCEDURES ENDED IN LOSS OF CONTROL

Airbus Helicopters AS350B2, Riverside, Calif., Feb. 23, 2011–A helicopter flight instructor waited too long to step in when his student clearly needed help during this 2011 training flight, according to the NTSB. The Board also said a failure to follow clearly outlined training procedures contributed to the incident.

The flight instructor had briefed the flying pilot (student) that he wanted him to perform a maximum-performance takeoff over a simulated 20- to 25-foot obstacle and that he would also simulate a hydraulic failure by activating the hydraulic test switch. Before beginning the takeoff, the pilot confirmed with the instructor that once the hydraulic failure warning activated, he would accelerate to 40 knots before engaging the hydraulic isolation switch. This meant the instructor would need to reset the hydraulic test switch before the flying pilot activated the hydraulic isolation switch.

After the briefing, the pilot initiated the maximum-performance takeoff, and as the helicopter attained 20 to 25 feet the instructor activated the hydraulic test switch. The flying pilot said that as soon as the test switch was activated he could no longer apply right pedal because the control forces were too great and the helicopter began to yaw to the left. The pilot activated the hydraulic isolation switch because he thought the helicopter would be more controllable, but he did not consider that the activation of the hydraulic test switch by the instructor had resulted in the evacuation of hydraulic fluid from both the tail rotor accumulator and the yaw load compensator actuator. The instructor had also not reset the test switch as planned. As a result, the

hydraulic boost from the normally closed yaw load compensator system was unavailable.

The helicopter continued a yaw left that developed into a spin about its vertical axis. The instructor told the pilot to “fly the helicopter.” The pilot attempted to recover by following the direction of the nose of the helicopter to try to gain airspeed. The instructor attempted to intercede by applying right cyclic, but since the pilot was applying left cyclic, the two inputs were ineffective. The helicopter spun around several times before finally striking the taxiway.

The investigation revealed that the training procedure for loss of hydraulic pressure required the instructor to reset the hydraulic test switch before the pilot activated the hydraulic isolation switch, which is how the maneuver was initially briefed. However, the pilots did not follow the specific sequence of switch selections and corresponding actions outlined in the manuals. Post-accident examination of the helicopter systems, including the hydraulics, revealed no evidence of mechanical malfunction or failure that would have precluded normal operation.

CARAVAN DAMAGED DURING LONG LANDING

Cessna 208B, Kipnuk, Alaska, Jan. 6, 2011–The pilot landed long in an attempt to give the passengers a smooth touchdown but failed to consider the runway conditions on the remaining hard surface, according to the Safety Board. The pilot applied brakes and beta thrust, but the Caravan ran off the departure end of Runway 33, coming to rest in a ditch in a right-wing and nose-low position, substantially damaging the aircraft. None of the six people aboard the aircraft was injured. The airplane, registered to Icecap Trustee, of Anchorage, Alaska, and operated under Part 135 by Hageland Aviation of Anchorage, departed Bethel, Alaska, for Kipnuk at 12:40 p.m. in VMC.

During a later telephone conversation with the Safety Board investigator-in-charge, the Caravan captain reported that at the end of an uneventful flight he obtained the current weather conditions from the airport’s automated surface observation system, noting a northeast wind at 10 knots. He flew over the airport and entered a left downwind for Runway 33. Following a normal approach, the pilot landed long on the 2,120-foot-long runway to avoid a bump in the runway. As the airplane touched down he applied brakes and moved the propeller into beta. But during the landing roll on the snow- and ice-covered runway, he realized the airplane was still traveling too fast to stop and that he did not have enough area to abort the landing. He applied maximum brakes, but the airplane overran the hard surface.

Post-accident examination of the airplane by the captain revealed that the right wing was bent upwards about three to four feet inboard from the wingtip. The captain noted that there were no pre-impact mechanical problems with the airplane that contributed to the accident. n

FINAL REPORTS

ACCIDENT DESTROYS CONQUEST

Cessna 441 Conquest, Denton, Texas, Feb. 4, 2015–The pilot was killed when his Cessna Conquest crashed into a field near an industrial park six miles east of Denton Airport. Weather at the time of the accident, about 9 p.m. local time, was reportedly poor with fog in the area. The aircraft was destroyed by the impact and a post-crash fire. Sources reported the pilot had accumulated 28 years of flying experience.

KING AIR HITS BIRD ON APPROACH

Beechcraft King Air 300, Aurora, Ill., Jan. 23, 2015–The King Air, being operated by the FAA, was conducting an approach to Chicago Aurora Airport at approximately 10:10 a.m. when its left wing hit a large bird, type unknown. The aircraft was substantially damaged, but no one on board was injured.

JET DEPARTS RUNWAY DURING LANDING

Cessna 525B CitationJet CJ3, Zelienople, Pa., Jan. 29, 2015–The pilot of the jet encountered an icy surface when the CJ3 touched down on Zelienople’s 4,933-foot-long Runway 35 at about 2:30 p.m. The aircraft was unable to stop before rolling off the departure end of the hard surface. Neither the pilot nor the single passenger was injured in the incident.

RUNWAY EXCURSION DAMAGES KING AIR

Beechcraft King Air 300, Orlando Executive Airport, Fla., Feb. 1, 2015–None of the four people aboard the turboprop was injured when the aircraft left the hard surface during landing at ORL. Neither the cause of the incident nor the level of damage to the aircraft was reported.

KING AIR LANDS GEAR UP IN LOUISVILLE

Beechcraft King Air F90, Louisville Standiford Field, Ky., Jan. 13, 2015–The pilot of the King Air reported difficulties extending the landing gear before landing. He eventually chose to land gear up. The incident resulted in only minor dam-age to the aircraft. No injuries were reported to any of the eight people aboard the aircraft.

CHALLENGER REPORTEDLY SHOT DOWN NEAR ARUBA

Bombardier Challenger 601, near Aruba, Jan. 29, 2015–A U.S.-registered business jet was report-edly shot down by a Venezuelan fighter air-craft during an illegal flight from an airstrip in Venezuela. All three occupants of the aircraft died in the crash. Local reports indicate that some 400 packets of drugs, mostly cocaine, were located with the wreckage and the bodies of the three occupants.

MERIDIAN CLIPS TV TOWER GUY WIRE

Piper PA-46 Meridian, Lubbock, Texas, Feb. 5, 2015–The single-engine turboprop clipped a tele-vision tower guy wire during an approach to Preston Smith International Airport in Lubbock. The sole-occupant pilot was killed in the acci-dent. The aircraft was returning to its base air-port at approximately 7:30 p.m. local time from Carlsbad, Calif., when it crashed. o

PRELIMINARY REPORTS

The material on this page is based on the investigating agency’s report (preliminary, factual or final) of each accident or, in the case of some recent accidents, on informa-tion obtained from the national civil aviation authority or local authorities. It is not intended to judge or evaluate the ability of any person, living or dead, and is presented here for informational purposes.

Compliance Countdown by Gordon Gilbert

Within 6 Monthsu March 18, 2015 Fuel Tank Lightning ProtectionNewly certified Part 25 airplanes are the subject of an FAA proposal and draft advisory circular to upgrade lightning protection standards for fuel tanks and related systems. This proposal would establish design and maintenance requirements to prevent fires and explosions from lightning strikes. The requirements would apply to type certification of new or significantly modified transport-category airplanes, as well as to applicants for STCs dealing with modifications to fuel tank structures and systems. Comments are due March 18.

u April 20, 2015 EASA Proposal Sets Stage for Performance-based Navigation OpsA proposal from the European Aviation Safety Agency aims to extend performance-based navigation (PBN) procedures beyond the 24 EU airports required by the Pilot Common Project Regulation and mitigate risks associated with non-harmonized application. The proposal addresses the safety, interoperability, proportionality and coordination issues related to the implementation of PBN within European airspace. The amendments would require ATC and airport operators by December 2018 to implement PBN SIDs, Stars and routes; and by January 2024, implement PBN approach procedures with vertical guidance for all runways where there are currently only non-precision approaches. Aircraft operators wishing to use these routes and procedures will be required to ensure that their aircraft and pilots are approved for PBN operations. Comments are due by April 20, 2015.

u April 22, 2015Corrections to New Helicopter Operating RulesOn Feb. 21, 2014, the FAA published a final rule upgrading helicopter private, commercial and air ambulance operations, effective April 22, 2015. The FAA has corrected Part 91.155 and removed duplicative flight visibility requirements for operations in Class G airspace. Also, the agency fixed Part 135.609 to delineate VFR and IFR operations. Finally, the agency corrected Part 135.621(b) by clarifying the intended list of topics that must be included in the certificate holder’s FAA-approved medical personnel training program.

u April 23, 2015 Approvals Required for Extended Ops in WATRS Airspace Revised OpSpec/MSpec/LOA B045, Extended Overwater Operations Using a Single Long-Range Communication System, will require certain operators to obtain a new approval by April 23, 2015. The approval applies to all operators using a single long-range com system in the West Atlantic Route System, Caribbean or Gulf of Mexico. The current template for B045 is combined for Parts 121, 125 and 135, causing “confusion with respect to operational control organizations,” the agency said. “The new templates are tailored to the operational control organization and communication requirements of each part.”

Within 12 Monthsu Dec. 1, 2015 and Jan. 1, 2017European Union Tcas Version 7.1 DirectiveTurbine aircraft that are approved to carry 19 passengers, certified before April 1 last year and equipped with Tcas II version 7.0 must be upgraded to the latest version of 7.1 traffic alert and collision avoidance system software by Dec. 1, 2015. ICAO does not require that version 7.1 software be installed for international flights as a retrofit until Jan. 1, 2017. All other applicable airplanes were required to have 7.1 Tcas II software installed by April 1 last year.

u Dec. 31, 2015Deadline To Meet Stage 3 Noise LevelTen months remain to the Dec. 31, 2015 deadline after which jets up to an mtow of 75,000 pounds may no longer operate in the contiguous U.S. unless they comply with Stage 3 noise limits. When the rule was published on July 2, 2013, the FAA said the mandate affected 457 registered owners of 599 principally Stage 2 business jets, though several models can now be, or will be able to be, hushkitted or re-engined to meet Stage 3 before the deadline.

u April 22, 2016Helicopter Ambulance Ops CentersNew FAR Part 135.619 requires operators with 10 or more helicopter air ambulances to have operations control centers beginning April 22, 2016. Operational control specialists must undergo an FAA-approved initial training program and pass a knowledge and practical test. The operations control center must at a minimum maintain two-way communications with pilots, provide pilots with weather briefings, monitor the progress of the flight and participate in the preflight risk analysis required under recently revised Part 135.617.

u June 8, 2016 and June 7, 2020Europe Delays ADS-B out MandateThe earliest ADS-B out requirement in Europe was Jan. 8, 2015, for new aircraft, with retrofit installations due Dec. 7, 2017. The new dates are June 8, 2016, for new aircraft and June 7, 2020, for retrofit. The revised date for retrofits is more closely aligned with the U.S. ADS-B out mandate, which requires the equipment to be operational in aircraft that fly under IFR and where transponders are currently required starting Jan. 1, 2020.

u Jan. 1, 2020U.S. Installation Deadline for ADS-B out AvionicsA final FAA rule to require installation of ADS-B out equipment by 2020 for aircraft flying in Class A, B and C airspace gives the green light for manufacturers to begin building the onboard equipment that will allow air traffic controllers to know where aircraft are with greater precision and reliability than current ATC radar. Business and general aviation associations are concerned that general aviation operators might be subjected to unacceptable financial costs as well as technological difficulties of the equipage mandated and the time crunch in meeting the installation deadline. o

Beyond 12 Months

NEW

NEW


Who helps ensure Duncan Aviation’s on-target turntimes?

Duncan Aviation pairs its customers with project managers to provide a single point of contact regardless of how many shops touch an aircraft during its stay. Project Manager Tiffany Griffin works with schedulers and maintenance, interior, engine and paint shop team members to ensure that her customers are always aware of what’s happening with their aircraft.

Just as importantly, Tiffany keeps the various shops in the loop on the progress of the work in order to accommodate tight schedules, making small tweaks as needed to ensure promised aircraft out-dates are met.

In July, Tiffany was part of a team that oversaw 13 aircraft scheduled for maintenance, interior and/or paint work at Duncan Aviation’s Battle Creek, Michigan, facility. Every single aircraft delivered on time.

For the rest of the story visit www.DuncanAviation.aero/experience/tiffany.php.

Experience. Unlike any other. +1 402.475.2611 | 800.228.4277

AIN_DuncanAviation_Feb2015.indd 1 11/1/2014 11:26:32 AM

Greenpoint Hands Over BBJ747-8Greenpoint Technologies delivered what

it calls the world’s first fully outfitted BBJ747-8 completion, to an undisclosed private customer. The late-December delivery capped a milestone year for the Kirkland, Wash.-based company, said chairman Jon Buccola.

“We inducted our first BBJ787, contracted our second BBJ787, became part of Zodiac Aerospace, and now redeliver the first 747-8 in the industry,” he noted.

Greenpoint added technical talent and bolstered infrastructure for the completion of the 787’s composite airframe, including an aerostructures facility, cabinetry shop and a CNC five-axis machine shop. The company is currently completing another BBJ747-8i for a Middle Eastern customer.

ACJ Gets Arabic Flair at Airbus Corporate Jet Centre

The Airbus Corporate Jet Centre (ACJC) in Toulouse, France, announced in January the delivery of the most highly customized ACJ the completion center has ever created. Designed around a modern Arabic influence reflecting the customer’s origins and tastes, the completion incorporates a variety of materials to create distinctive patterns, with decorative inlay on seat backrests and leather embossing on headrests. Valance panels feature a bright-finish satin frieze, while backlit ornamental glass is used to form partitions as well as the headboard of the bed in the master stateroom.

ACJC also created what Sylvain Mariat, director of the company’s Creative Design Studio, called “an unmatched television lift system,” hiding a 52-inch screen in a low sideboard under a smooth glossy surface. “The television display needed to be electrically actuated when commanded to appear and capable of rotating through 30 degrees,” said Mariat, “and we did it.”

Textron Brings Citation and King Air Furnishing in House

Wichita-based Textron Aviation closed in late January on its purchase of the Wichita site of UTC Aerospace Systems, which produced interior furnishings for Citations and King Airs. The former UTC site designs and manufactures galleys, vanities, high/low and sidewall tables, credenzas, bulkheads, composite panels and window shade assemblies. It is also an FAA-certified repair station. According to Textron, bringing these design and manufacturing services in house will give the company’s Beechcraft and Cessna brands a new capability, and

enhance its ability to ensure high quality and on-time delivery of aircraft interiors.

Terms of the purchase, announced in late December, were not disclosed.

Coating Protects Against Interior FiresJet Aviation of Zurich and the Swiss

Federal Laboratories for Materials Science and Technology have collaborated to create a coating to protect business jet interiors against fire. The team says retardant, formulated without chlorinated and brominated chemicals, can be applied more quickly and is more environmentally friendly than previous coatings. The heavy molecular weight gives the material its flame-retardant properties, and also prevents it from evaporating, eliminating unpleasant chemical odors, as can occur following application of traditional flame retardants. The product is already used in business aircraft refurbishment, and the partners are now talking to OEMs about using the material in new aircraft.

Hong Kong Firm Performs Six-Year Check on ACJ318

Haeco Private Jet Solutions of Hong Kong completed China’s first Airbus ACJ318 six-year check in late December, less than a month after the aircraft’s induction to Haeco’s Xiamen facility. Haeco credits its combined experience with commercial aircraft maintenance and executive airliner cabin completions for what it says was a seamless inspection process. The company also relied on its resource planning and project management capabilities. Haeco protected the carpet, divan, seats and other interior furnishings of the private airliner from dust and potential damage during the inspection, and reports the check “earned high praise from the customer.”

ABC Completions STCs Tablet Mount for iPadsWith an assist on the avionics interface

from DAC International of Austin, Texas, ABC Completions, a Montreal-based business aircraft engineering services company, has received an STC for converting an existing EFB mount into an iPad tablet mount. The STC allows the iPad or iPad Air’s use as a Class 2 electronic flight bag. The mount incorporates two DAC GDC-64 tablet interface units, which supply electrical power for recharging the tablet’s battery, and interface with the aircraft’s FMS and feed data to the tablet. The conversion will allow flight crews to enjoy the benefits of a Class 2 EFB for a competitive price, said ABC Completions president Gary Nash. n

64aaAviation International News • March 2015 • www.ainonline.com

Completion & Refurbishment by James Wynbrandt

Four-year Paint Warranty Available from Sabreliner

Sabreliner Aviation of Perryville, Mo., extended its one-year paint warranty to four years for all aircraft painted at its headquarters facility. The company can design and paint traditional or ex-otic paint schemes for aircraft up to the size of a Dassault Falcon 7X, said president Greg Fedele.

The new four-year warranty on all paint jobs conducted at its Perryville facility is one of many changes ahead for Sabreliner, says company president Greg Fedele.

• Close proximity to PBI• Avfuel Contract Fuel and AVTRIP

Stuart, FL (SUA) | stuartjet.com | [email protected]

The strength of a chain. The flexibility of an independent.

+1-772-288-6700

Safety | Service | Sophistication

Powering your flight with more than just fuel. AVFUEL CONTRACT FUEL • AVTRIP REWARDS • AVPLAN TRIP SUPPORT • AVSURANCE

GLOBAL NETWORK OF FBOsMILLION AIR ORLANDOORLANDO-SANFORD INTERNATIONAL AIRPORT (KSFB)

With close proximity to the University of Central Florida, Cape Canaveral, and a multitude of beaches, Million Air Orlando’s beautifully remodeled facility is the perfect destination or quick fueling stop. Their full array of services include: aircraft cleaning, large transport category aircraft handling and support, hangar space, Avfuel Contract Fuel, AVTRIP and more.

millionair.com

Pre-Owned Update by Bryan A. Comstock


Positive economic indicators set stage for strong 2015 sales

The used market typically takes a breather in the beginning of the year relative to the often frenetic pace often set during the last quarter of the year, and early 2015 appears to be no different. Although used inventory is showing its usual bump, it currently sits below the 12-month moving average, which happens also to be a multi-year low. Low interest rates and cheaper fuel could be added drivers for the market, despite chatter that both are at a bottom.

With Europe embarking on a stimulus reminiscent of the U.S.’s Troubled Asset Relief Program, or TARP, its market might be at a turning point. Currently 13 percent of its collective fleet is for sale. If you exclude aircraft manufactured before 2000, that number drops just slightly, to 12.5 percent. (Europe’s fleet is younger than the U.S. fleet.) The U.S. currently shows 10.6 percent of its total fleet for sale, but when you look at models manufactured in 2000 and later, the percentage available drops to 6.4 percent, or about half the European tally.

Despite the differences, what both regions have in common is inventory numbers that have continued to ratchet lower in recent years. Any European economic turnaround could see this closure rate tighten further in the months ahead as prices have been attractively reset and economic boost will likely rekindle sales. With U.S. inventory levels healthy enough to satisfy buyer demand at home, buyers rarely venture far afield, unless prices make it highly compelling to do so.

Inventory Highs and LowsWhile inventory overall has diminished,

choices among some model types have broadened. Generally, however, it seems that the markets affected in this way are the ones that were overheated last year, and now they are returning to a more normal supply. For example, last summer the Challenger 604 market dipped to 21 aircraft for sale worldwide (less than 6 percent of the more than 360 in operation). It has since ticked up to 31, slightly fewer than the number for sale last year at this time. Three quarters of the 604s for sale reside in North America or Europe. Ten have changed hands over the last six months, according to data service AircraftPost, which cites $6.6 million as the average sale price.

Then there are markets sitting at multi-year lows–the Falcon 2000EX EASy comes to mind. Only four of these are for sale, all of them based in Europe. The aircraft

is not particularly active on the market because the fleet size is relatively small, but the fact remains that only 3.8 percent are available for sale or one third of the offerings of a few years ago. The GIV-SP has had its share of ups and downs, perched at 33 at the beginning of last year before dipping as low as 19 nine months ago. Twenty-three are currently for sale, or 7.5 percent of the number in operation. The recent uptick in inventory seems related more to buyer abstinence than to the dumping of an inordinate number of aircraft onto the market. Only four GIV-SPs have sold in the past six months, down from 11 in the previous six-month period.

Despite lower inventory, this aircraft has felt prolonged pressure from descending G450 and GV prices. There’s great bang for the buck here: everything that has sold in the past 12 months has moved for less than $10 million.

The super-mid supply is treading water, with all near their respective 12-month moving

averages. The smallest production run in this segment (excluding the Hawker 4000) is the Falcon 2000. That aircraft offers the fewest at 21, while the others are carrying numbers in the low 30s. The tightest supply, perhaps not surprisingly, is the ever popular Challenger 300. While it has the largest production run in this grouping at just over 450, it has the lowest percentage available at seven. Pricing at the low end first dropped below $10 million more than a year ago and since then trading below that level has become more common. Not to give the 4000 short shrift: 70 were produced, eight of which are currently for sale, most of them outside the U.S. Posted asking prices run from the mid-$5 million range up to $9.5 million, but average sale prices over the past six months have hovered around the $5 million area. The Falcon 50EX trades in this price range and has one of the smaller production runs in the grouping at 100. Eleven of those are for sale at present.

As 2015 begins to unfold we will be watchful for any developing trends, particularly Europe’s attempts to revive the economic union. For now, the market is acting the way one might expect with a nearly even flow of buyer buyers and sellers. If prices do soften in certain segments, the pullback will more likely occur at a measured pace in line with normal depreciation. n

Bryan Comstock is a cofounder and managing director of aircraft broker Jeteffect.

Supply remains tight for the Challenger 300.

Two-year Inventory Trend

2,000

2,400

2,800

2013 2015

2,5462,426

2,236

2014

Sources: JetNet, AircraftPost

D e D i c a t e D t o h e l p i n g b u s i n e s s a c h i e v e i t s h i g h e s t g o a l s .

For over 60 years, the business aviation community has looked to the National Business Aviation Association (NBAA) as its leader in enhancing safety and security, shaping public policy, providing world-renowned industry events, and advancing the goals of more than 8,000 Member Companies worldwide.

Discover how NBAA Membership can help you succeed.

Join today at www.nbaa.org/join/ain or call 1-866-363-4650.

Looking for a Reliable Co-Pilot?

We’ve been in the right seat for over 60 years

Christof Spath was appointed CEO of TAG Aviation Europe. Spath has held senior management positions at SR Technics, Jet Aviation, Ruag Aerospace, General Electric and BMW Rolls-Royce.

Matt Morchower is joining ClipperJet as president. A former co-founder and senior v-p of Marquis Jet, Morchower most recent-ly served as COO of Magnises.

David Rimmer was appointed president of JFI Jets. Rimmer, chairman of NATA’s Air Charter Committee, most recently was pres-ident of ExcelAire.

Raphael Haddad was appointed presi-dent of Jetcraft Commercial. Haddad most recently was vice president of sales for the Middle East and Africa.

Cheryl Hardy was named COO for the Citation Jet Pilots Association. Hardy, who has served with the association since 2011 as executive administrator, has 33 years of association management experience.

FlightSafety International made two high-level promotions, appointing David Davenport executive vice president for commercial and Raymond Johns executive vice president for government. Davenport joined FlightSafety in 1996 as assistant manager of the West Palm Beach, Fla. training center and was most recently se-nior v-p; Johns joined FlightSafety as senior v-p last year with 36 years of U.S. Air Force experience.

Peter Likoray was promoted to vice president, U.S. and Canada, for Bombar-dier Business Aircraft. Likoray formerly was regional vice president, sales, Eastern U.S. and Canada, and before that sales director in the Southeast U.S. and Canada.

The National Air Transportation Association hired Timothy Obitts as senior vice president for business development, membership and general counsel. Obitts joins NATA from the law firm of Gammon & Grange, which specializes in nonprofit organization representation.

Global Aerospace named Jeffrey Bruno president, succeeding Jeffrey Cassidy. In addition to his new role, Bruno will con-tinue as chief underwriting officer. Cassidy will transition to a senior, part-time role with the company.

Mark Skerik was named president of Edelman Leather. Skerik previously was marketing director of KnollStudio.

Rochdi Touri was appointed FBO director for Swissport Executive Aviation in Nice. Touri has 20 years of business avia-tion experience, having held corporate and private aviation management positions in Doha and Bahrain with the company and with Jet Aviation in Dubai. Swissport also named Rafael Fromentin deputy FBO man-ager in Nice. He joined the facility in 2006 as a customer service agent and later was promoted to deputy station manager.

David Hess was appointed senior v-p for aerospace business development for United Technologies. A 34-year UTC employee, Hess has served as president of Pratt & Whitney and Hamilton Sundstrand.

Gulfstream Aerospace appointed Rick Trusis vice president of mid-cabin pro-grams. Trusis has spent 14 years with Gulf-stream as director of airworthiness and certification and also has served with Lock-heed Martin.

Dassault Falcon Jet promoted Rodrigo Pesoa to senior director of sales for Latin America. Pesoa will direct new business development in South America, Mexico, Central America and the Caribbean.

William McLemore was named vice president and chief information officer for Landmark Aviation. He has 20 years of senior information technology experience, most recently as CIO for Apex Clearing.

Kevin Crowe joined business jet broker Freestream Aircraft USA. Crowe will focus

on Bombardier and Gulfstream jets.Gulfstream Aerospace named Nicolas

Robinson director of product support sales for Asia-Pacific. Robinson joined Gulfstream in 2009 and before that managed a Gulf-stream for a company based in South Africa.

Jeteffect has added Peter Leonard-Mor-gan to its sales team. Leonard-Morgan, who is based at Dulles International Airport, has been involved in corporate aircraft sales and acquisition since 2001.

Mark Steinbeck has joined aircraft main-tenance tracking specialist Traxxall Tech-nologies as v-p of sales and marketing for the Western U.S. Steinbeck formerly served as director of sales for an aircraft manage-ment company and head of sales for aircraft maintenance tracking service Avtrak.

Scotts Group has named Deb Verbrugge an account representative. Verbrugge has nearly 20 years of experience in the textile industry, primarily with Applied Textiles.

Scott Barringer was named director of maintenance for Silver Air. Barringer brings 30 years of aviation experience to his new role, including as director of maintenance for numerous corporate flight departments.

Starspeed has added Colin Harris to its ground operations team. Harris joins the company with 25 years’ experience, most recently running the flight operations department for the private owner of two AgustaWestland AW109s.

Michael Wieder has joined FirstFlight as CFO. Most recently he was CFO with an energy company.

Edwin Kelly was appointed the new director of the Department of Civil Aviation (DCA) of Aruba. He has spent 20 years with the DCA, most recently as manager of the Airworthiness and Registration Department.

FlightSafety International promoted Danny Robayo to manager of its learning center in Teterboro, N.J. A 23-year employ-ee, Robayo most recently served as the cen-ter’s assistant manager.

Martin Leroux has joined Innotech Aviation as regional sales manager for aircraft maintenance and cabin interior business. He was formerly with Bombardier Aerospace. StandardAero promoted Clinton Kent to vice president of sales and custom-er service for its components business and Marc Wittingen to vice president of military sales for the military and components divi-sion. Kent most recently was director of cor-porate development. Wittingen previously served as director of international sales for the company’s airlines and fleets division.

Mark Van Tine, CEO of Jeppesen and vice president of digital aviation for Boeing, has joined the Experimental Aircraft Asso-ciation board of directors. A long-time EAA member and Young Eagles pilot, Van Tine is serving a one-year renewable term on the board.

Paul Westenkirchner has joined Winner Aviation as service center manager. West-enkirchner has 20 years of aviation expe-rience, beginning as an aircraft fueler at Newark Airport, then as an aircraft techni-cian for Atlantic Coast Airlines and later as a Honeywell field service engineer.

AeroVision International promoted Angela Baker to v-p for component servic-es. She joined the company in 2012 after serving with Pratt & Whitney Canada. o

Rochdi Touri

Cheryl Hardy

Rafael Fromentin

Raymond Johns

Angela Baker

Joseph B. Nadol III, a J.P.Morgan Chase managing director who led the company’s aerospace and defense research arm, died when the commuter train he was riding in col-lided with a sport utility vehicle in Westchester County, N.Y., on February 3. Nadol was 42. Considered among the top aero-space and defense analysts, Nadol was well known in the business aviation community for his market insight and his group’s Business Jet Monthly report, which tracks industry trends. A Harvard University graduate, Nadol joined J.P.Morgan in 2000 after serving with Donaldson, Lufkin & Jenrette from 1995 through 2000. He is survived by his wife, Jen, and three sons. n

Final Flight

The National Aircraft Resale Association awarded $23,820 in scholarships as part of its second annual business aviation schol-arship program awards. The funds were awarded to Michael Adams, Cory Clifft and Louie Marquez, who are all working on graduate degrees at Embry-Riddle Aero-nautical University; Chip Shriver, seeking a graduate degree from Middle Tennessee State University; and Alexander Martin, a senior at Florida Institute of Technology.

The 12th Annual Living Legends of Avia-tion Awards program, hosted by actor John Travolta and held January 16, recognized the contributions of five industry leaders. Southwest Airlines founder Herb Kelleher was awarded the program’s top honor, the Lifetime Aviation Entrepreneur Award. Pa-pillon Helicopters founder Elling Halvorson received the Vertical Flight Hall of Fame Award; Michimasa Fujino was named Avia-tion Leader of the Year; and AOPA president and CEO Mark Baker was presented with the Harrison Ford Aviation Legacy Award. Also, Angelina Jolie, an instrument-rated pilot, was recognized with the Aviation In-spiration and Patriotism Award for her role in directing the movie Unbroken, about the life of World War II airman Louis Zamperini. n

People in Aviation Compiled by Kerry Lynch

Awards & Honors


an event from siae.fr

FROM 15 TO 21 JUNE, 2015Where aerospace leaders get down to business

Desig

n:- P

hoto

cre

dit:

Get

ty Im

ages

SIAE258_APresse_267x197_GB.indd 1 06/02/2015 16:17


MARCHu HELICOPTER ASSOCIATION INTERNATIONAL HELI-EXPO…March 3-5, Orange County Convention Center, Orlando, Fla. Info: (703) 683-4646; www.rotor.com.

WOMEN IN AVIATION INTERNATIONAL CONFERENCE…March 5-7, Hilton Anatole, Dallas. Info: (937) 839-4647; www.wai.org

AIN BUSINESS AVIATION NEXTGEN WORKSHOP…March 6, Embry-Riddle Aeronautical University’s Daytona Beach, Fla. campus. Info: (201) 444-5075; www.ainonline.com.

AIR CHARTER SAFETY SYMPOSIUM…March 10-11, NTSB Training Center, Dulles, Va. Info: (888) 723-3135; www.acsf.aero.

LANGKAWI INTERNATIONAL MARITIME AND AEROSPACE EXHIBITION…March 17-21, Mahsuri International Exhibition Centre, Langkawi Island, Malaysia. Info: +603 4142 1699; www. lima.com/my.

INTERNATIONAL OPERATORS CONFERENCE…March 23-27, Grand Hyatt, San Antonio. Info: (202) 783-9000; www.nbaa.org.

CORPORATE AVIATION SUMMIT… March 25, Hill Dickson law firm, London.

Info: (305) 767-4707; www.aeropodium.com.

OPPORTUNITIES IN BUSINESS JETS CONFERENCE…March 25, Westin Dragonara Resort, Malta. +44 20 3560 8154; www.quaynote.ca.

ARIZONA BUSINESS AVIATION ASSOCIATION GOLF BENEFIT…March 27, Westin Kierland Resort and Spa, Scottsdale, Ariz. Info: www.azbaa.org.

APRILs AIRCRAFT ELECTRONICS ASSOCIATION CONVENTION…April 8-11, Dallas. Info: (816) 347-8400; www.aea.net.

AIRCRAFT INTERIORS EXPO…April 14-16, Hamburg Messe, Germany. Info: +44 (0) 20 8271 2174; www.aircraftinteriorsexpo.com.

u ASIAN BUSINESS AVIATION CONFERENCE & EXHIBITION…April 14-16, Shanghai, China. Info: (202) 783-9000; www.nbaa.org.

AERO FRIEDRICHSHAFEN…April 15-18, Friedrichshafen, Germany. Info: +49 7541 708-367; www.aero-expo.com.

AVIATION SNOW SYMPOSIUM…April 18-22, Buffalo Niagara International Airport, Cheektowaga, N.Y. Info: (716) 630-6009; www.snowsymposium.org

NEXT GEN WORKSHOP…April 21-22, Holiday Inn, Capitol Hill, Washington, D.C. Info: (866) 574-9125; www.eru.edu.

INTERNATIONAL AIRCRAFT REPOSSESSION CONFERENCE…April 21, Dublin, Ireland. Info: (305) 767-4707; www.aeropodium.com.

s SUN ’N’ FUN FLY-IN & EXPO…April 21-26, Lakeland, Fla. Info: (863) 644-2431; www.sun-n-fun.org.

TWIN COMMANDER UNIVERSITY…April 23-25, Savannah, Ga. Info: (919) 956-4300; www.twincommander.com.

REGIONAL AIR CARGO CARRIERS ASSOCIATION CONFERENCE…April 28-30, Hilton Scottsdale Resort, Scottsdale, Ariz. Info: (508) 747-1430; www.raccaonline.org.

MAYAHS INTERNATIONAL FORUM AND TECHNOLOGY DISPLAY…May 5-7, Virginia Beach Convention Center, Virginia Beach, Va. Info: (703) 684-4646; www.vtol.org.

MAINTENANCE MANAGEMENT CONFERENCE…May 5-7, Oregon Convention Center, Portland, Ore. Info: (202) 783-9000; www.nbaa.org.

BUSINESS AVIATION TAXES SEMINAR…May 8, Hotel Adolphus, Dallas. Info: (202) 783-9000; www.nbaa.org.

s REGIONAL AIRLINE ASSOCIATION CONVENTION…May 11-14, Cleveland. Info: (202) 367-1170; www.raa.org.

BUSINESS AVIATION SAFETY SUMMIT…May 13-14, Bonaventure Resort and Spa, Weston, Fla. Info: (703) 739-6700; www.flightsafety.org.

u EUROPEAN BUSINESS AVIATION CONVENTION & EXHIBITION…May 19-21, Palexpo Convention Center, Geneva. Info: (202) 783-9000; www.ebace.com.

AIRCRAFT FINANCING AND LEASING CONFERENCE…May 28, Broward College Aviation Institute, Fort Lauderdale, Fla. Info: (305) 767-4707; www.aeropodium.com.

JUNESAFETY AND AUTOMATION IN AVIATION FORUM…June 2-3, Eurocontrol headquarters, Brussels, Belgium. Info: +32 2 729 90 11; www.eurocontrol.int.

AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES ANNUAL CONFERENCE AND EXPOSITION…June 7-10, Philadelphia, Pa. Info: (703) 824-0500; www.aaae.org.

u PARIS AIR SHOW…June 15-21, Le Bourget Airport, Paris. Info: www.siae.fr.

PAN AMERICAN SAFETY SUMMIT… June 22-26, Medellin, Colombia. Info: (786) 388-0222; www.alta.aero.

INTERNATIONAL CONFERENCE ON ICING OF AIRCRAFT, ENGINES AND STRUCTURES… June 22-25, Prague, Czech Republic. Info: (703) 684-4646; www.vtol.org.

REGIONAL FORUM…June 25, Teterboro Airport, N.J. Info: (202) 783-9000; www.nbaa.org.

FLIGHT ATTENDANTS/FLIGHT TECHNICIAN CONFERENCE…June 30-July 2, Loews Ventana Canyon Resort, Tucson, Ariz. Info: (202) 783-9000; www.nbaa.org.

AUGUSTu LATIN AMERICAN BUSINESS AVIATION CONFERENCE AND EXHIBITION…Aug. 11-13, São Paulo, Brazil. Info +55 (11) 50 32 2727; www.labace.aero.

NOVEMBERu DUBAI AIRSHOW...Nov. 8-12, Dubai World Central, Dubai, United Arab Emirates. Info: dubaiairshow.com.

u NBAA BUSINESS AVIATION CONVENTION & EXHIBITION…Nov. 17-19, Las Vegas Convention Center, Las Vegas. Info: (202) 783-9000; www.nbaa.org.

Calendar Compiled by Jane Campbell

u Indicates events at which AIN will publish on-site issues or distribute special reports.

s Indicates events for which AIN will provide special online coverage and e-newsletter.

l Indicates events at which AIN will broadcast AINtv.com.

See www.ainonline.com for a comprehensive long-range aviation events calendar.

The MOST Points.The MOST Places.

Membership is FREE and Open to: Pilots | Flight Crews | Schedulers | Dispatchers | Flight Departments

EARN points fast when you link & use:

Go to FlyBuysRewards.com & Use Promo Code MARAIN

®

For New Member Enrollment

2015 World Fuel Services Corporation©

Remember to ask FBOs & Merchants for FlyBuys bonus points!

1,000 Bonus PointsProudly Partnered With

SA16_AIN_Show_News_(DNA) 275X352mm.pdf 1 23/6/2014 10:39:56 PM

WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600

AINTrim Size: 10.812 in x 13.875 in

Bleed: 0.125

two waysto conquer the world.

Now you have two choices for superior, ultra-long-range capability. The 5,950 nm Falcon 7X—the fastest selling Falcon ever (and with good reason). Or the new, 6,450 nm Falcon 8X, destined to become a favorite of world travelers. Both have the awe-inspiring ability to y long distances from short and challenging runways such as Aspen and London City. The 8X is more than three feet longer, with over 30 cabin layouts. Fly far. Fly in comfort. Achieve more.

Dassault Falcon Jet Corp. dfj c008535a Proof 1

Cyan Magenta Yellow Black

Documents

Aviation · 2018-08-01 · deck, where touchscreen controls replace a swath of switches, knobs and buttons and the pilots have an unob-structed view of the four 13- by 10-inch Honeywell